Clutch torque reduction method, device, computer equipment and storage medium

Abstract

This application relates to a clutch torque reduction method, apparatus, computer device, storage medium, and computer program product. The method includes: acquiring vehicle status information; determining the vehicle's engine torque reduction progress and current shift type; obtaining the clutch torque reduction target torque and torque safety factor based on the vehicle status information and engine torque reduction progress; and obtaining a comprehensive torque reduction target torque based on the clutch torque reduction target torque, torque safety factor, and the clutch's final target torque at the previous moment. This ensures that the clutch actively coordinates with the engine torque during torque reduction disengagement, effectively avoiding the problems of the clutch reducing torque prematurely (leading to a rapid increase in engine speed and transmission system oscillation) or the clutch reducing torque later than the engine (leading to a long shifting time), thereby preventing a rapid increase in engine speed or transmission system oscillation and ensuring vehicle driving comfort and shifting speed.

Description

Technical Field

[0001] This application relates to the field of clutch technology, and in particular to a clutch torque reduction method, apparatus, computer equipment, storage medium, and computer program product. Background Technology

[0002] Existing automatic transmissions are developed from manual transmissions by adding various sensors, transmission control units, electronically controlled shifting mechanisms, and clutch actuators. Compared with other automatic transmission solutions, they have the advantages of low cost and high transmission efficiency.

[0003] Currently, the sales of tractor trucks have maintained steady growth year by year along with the development of the logistics industry. However, the number of tractor trucks equipped with automatic transmissions is far lower than the number equipped with manual transmissions. In recent years, the sales of tractor trucks equipped with automatic transmissions have shown a steady growth trend.

[0004] With the increasing popularity of automatic transmissions, drivers are also gradually increasing their demands for vehicle driving comfort and shifting performance. Driving comfort and shifting performance are closely related to the smoothness and speed of clutch torque reduction during shifting. If smoothness is ignored in pursuit of shifting speed, it can easily lead to unnecessary engine speed spikes or transmission system oscillations during clutch torque reduction. On the other hand, if shifting speed is ignored in pursuit of smoothness, the clutch torque reduction process will be too slow during shifting, resulting in a long shifting time. This will give the driver the feeling of a long power interruption and poor power performance. Summary of the Invention

[0005] Therefore, it is necessary to provide a clutch torque reduction method, device, computer equipment, storage medium, and computer program product that can balance shift speed and shift smoothness to address the above-mentioned technical problems.

[0006] Firstly, this application provides a method for reducing clutch torque. The method includes:

[0007] Obtain vehicle status information; and determine the engine torque reduction process and current shift type.

[0008] Based on vehicle status information and engine torque reduction process, the clutch torque reduction target torque and torque safety factor are obtained;

[0009] The comprehensive torque reduction target torque is obtained based on the clutch torque reduction target torque, the torque safety factor, and the clutch final target torque at the previous moment.

[0010] In one embodiment, the comprehensive torque reduction target torque is obtained based on the clutch torque reduction target torque, the torque safety factor, and the clutch final target torque at the previous moment, including:

[0011] The engine torque reduction request torque and the actual engine torque are obtained based on the vehicle status information;

[0012] The clutch torque reduction target torque is obtained based on the engine torque reduction request torque and the engine actual torque.

[0013] The torque reduction traction coefficient and clutch torque reduction safety factor are obtained based on the actual engine torque.

[0014] The comprehensive target torque for torque reduction is obtained based on the clutch torque reduction safety factor, torque reduction traction factor, clutch torque reduction target torque, and the clutch final target torque at the previous moment.

[0015] In one embodiment, the method further includes:

[0016] Obtain the target torque for rapid step clutch disengagement and the basic target torque for torque reduction;

[0017] The vehicle torque reduction state is classified according to the current shift type and the engine torque reduction process; the vehicle torque reduction state has a first state, a second state, and a third state;

[0018] In the first state, the final target torque of the clutch is obtained based on the target torque for rapid step clutch disengagement.

[0019] In the second state, the final target torque of the clutch is obtained based on the reduced torque base target torque;

[0020] In the third state, the final target torque of the clutch is obtained based on the comprehensive torque reduction target torque.

[0021] In one embodiment, obtaining the target torque for rapid step clutch disengagement includes:

[0022] Obtain the torque reduction timer duration, torque reduction operation time, and estimated clutch torque;

[0023] The clutch disengagement response time under the current estimated torque is obtained based on the estimated clutch torque.

[0024] When the torque reduction operation time minus the torque reduction timer timing time is less than the clutch disengagement response time, the target torque for rapid step clutch disengagement is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization moment and the clutch fully open torque setting value.

[0025] In one embodiment, obtaining the target torque for torque reduction includes:

[0026] The torque reduction coefficient for the current shift type is obtained based on the ratio of the timer's timing time to the torque reduction operation time.

[0027] Obtain the initial torque and the final torque at the initialization moment; the final torque is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization moment and the clutch fully open torque setting.

[0028] The basic target torque for torque reduction is obtained based on the initial torque of torque reduction, the final torque of torque reduction, and the torque reduction coefficient.

[0029] In one embodiment, obtaining the clutch torque reduction target torque based on the engine torque reduction request torque and the engine actual torque includes:

[0030] When the engine torque reduction process is false, the clutch torque reduction target torque is the actual engine torque;

[0031] When the engine torque reduction process is true, the clutch torque reduction target torque is the engine torque reduction request torque.

[0032] Secondly, this application also provides a clutch torque reduction device. The device includes:

[0033] The acquisition module is used to acquire vehicle status information and determine the engine torque reduction process and current shift type.

[0034] The coordination module is used to obtain the clutch torque reduction target torque and torque safety factor based on vehicle status information and engine torque reduction process;

[0035] The torque control module is used to obtain the comprehensive torque reduction target torque based on the clutch torque reduction target torque, the torque safety factor, and the clutch final target torque at the previous moment.

[0036] Thirdly, this application also provides a computer device. The computer device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to perform the following steps:

[0037] Obtain vehicle status information; and determine the engine torque reduction process and current shift type.

[0038] Based on vehicle status information and engine torque reduction process, the clutch torque reduction target torque and torque safety factor are obtained;

[0039] The comprehensive torque reduction target torque is obtained based on the clutch torque reduction target torque, the torque safety factor, and the clutch final target torque at the previous moment.

[0040] Fourthly, this application also provides a computer-readable storage medium. This computer-readable storage medium stores a computer program thereon, which, when executed by a processor, performs the following steps:

[0041] Obtain vehicle status information; and determine the engine torque reduction process and current shift type.

[0042] Based on vehicle status information and engine torque reduction process, the clutch torque reduction target torque and torque safety factor are obtained;

[0043] The comprehensive torque reduction target torque is obtained based on the clutch torque reduction target torque, the torque safety factor, and the clutch final target torque at the previous moment.

[0044] Fifthly, this application also provides a computer program product. This computer program product includes a computer program that, when executed by a processor, performs the following steps:

[0045] Obtain vehicle status information; and determine the engine torque reduction process and current shift type.

[0046] Based on vehicle status information and engine torque reduction process, the clutch torque reduction target torque and torque safety factor are obtained;

[0047] The comprehensive torque reduction target torque is obtained based on the clutch torque reduction target torque, the torque safety factor, and the clutch final target torque at the previous moment.

[0048] The aforementioned clutch torque reduction method, device, computer equipment, storage medium, and computer program products, through vehicle status information, determine the engine torque reduction process and current shift type. Based on the vehicle status information and engine torque reduction process, they obtain the clutch torque reduction target torque and torque safety factor. By accurately calculating the clutch torque reduction target torque and torque safety factor, the system can shorten shift time and increase shift speed, thereby reducing power loss and optimizing vehicle power transmission. Based on the clutch torque reduction target torque, torque safety factor, and the clutch's final target torque at the previous moment, a comprehensive torque reduction target torque is obtained. This ensures that the clutch actively coordinates with the engine torque during torque reduction disengagement, effectively avoiding the problems of the clutch reducing torque ahead of the engine, leading to a surge in engine speed and transmission system oscillation, or the clutch reducing torque behind the engine, resulting in a long shift time. This prevents excessive engine speed or transmission system oscillation, thus ensuring vehicle driving comfort and shift speed. Furthermore, precise control can reduce clutch wear and load, avoid excessive torque impact, help extend the service life of the clutch and the entire transmission system, reduce long-term maintenance costs, and enhance system stability and durability. Attached Figure Description

[0049] Figure 1 This is a diagram illustrating the application environment of the clutch torque reduction method in one embodiment.

[0050] Figure 2 This is a flowchart illustrating a clutch torque reduction method in one embodiment;

[0051] Figure 3 This is a flowchart illustrating the clutch torque reduction method in another embodiment;

[0052] Figure 4 This is a structural block diagram of the clutch torque reduction device in one embodiment;

[0053] Figure 5 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0054] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0055] The clutch torque reduction method provided in this application embodiment can be applied to, for example... Figure 1 In the application environment shown, terminal 102 communicates with server 104 via a network. A data storage system can store the data that server 104 needs to process. The data storage system can be integrated onto server 104 or located in the cloud or on other network servers. Terminal 102 can be, but is not limited to, various personal computers, laptops, smartphones, tablets, IoT devices, and portable wearable devices. IoT devices can include smart speakers, smart TVs, smart air conditioners, smart in-vehicle devices, etc. Portable wearable devices can include smartwatches, smart bracelets, head-mounted devices, etc. Server 104 can be implemented using a standalone server or a server cluster consisting of multiple servers.

[0056] In one embodiment, such as Figure 2 As shown, a clutch torque reduction method is provided, which can be applied to... Figure 1 Taking the server in the example, the following steps are included:

[0057] Step 202: Obtain vehicle status information; and determine the engine torque reduction process and current shift type.

[0058] Step 204: Based on the vehicle status information and the engine torque reduction process, obtain the clutch torque reduction target torque and torque safety factor.

[0059] Step 206: Based on the clutch torque reduction target torque, torque safety factor, and the clutch final target torque at the previous moment, obtain the comprehensive torque reduction target torque.

[0060] The vehicle status information includes vehicle speed, current gear number, current gear type, actual engine torque, requested engine torque reduction, accelerator pedal opening, current transmission mode, current shift status, parking setting threshold, and engine speed. Transmission mode shift requests include PTO control, power upshift, power downshift, non-power upshift, non-power downshift, neutral selection, static shift, request for gear engagement, pre-selected gear shift, and no shift. The priority of transmission mode shift requests, from highest to lowest, is: PTO control, neutral selection, static shift, request for gear engagement, pre-selected gear shift, power upshift, non-power upshift, power downshift, non-power downshift, and no shift.

[0061] Specifically, the system acquires vehicle status information including the current gear type, actual engine torque, engine torque reduction request torque, accelerator pedal opening, current transmission mode, and current shift state. Based on the current shift state, it determines whether the torque reduction conditions are met and assesses the engine torque reduction process. Initial calculations are performed on the initial torque reduction, final torque reduction, torque reduction duration, and estimated torque for vehicle resistance during the shift process. Combining the vehicle status information and engine torque progress, the system obtains the clutch target torque and torque safety factor. Based on the clutch torque reduction target torque, torque safety factor, and the clutch's final target torque at the previous moment, the comprehensive torque reduction target torque is obtained.

[0062] For example, the system determines whether the conditions for reducing torque from the start-up mode are met based on the current transmission mode, and determines that the conditions for reducing torque from the start-up mode are met when any of the following conditions are met: the transmission mode is requested to be in neutral, the requested gear is in neutral and not equal to the actuator gear, where the actuator gear refers to the actual gear determined by the current position of the shift actuator; the actuator gear is in neutral or the shift actuator is not in neutral or in an undefined position of the gear; the target gear for starting is reselected and is lower than the current starting gear, and the current start fails; the current start is successful, and the requested gear is not equal to neutral and is not equal to the target gear, and the engine speed has been synchronized with the input shaft speed during the current start, and the target gear is updated to the required gear when entering the torque reduction mode. The system also determines whether the conditions for reducing torque from the clutch lock-up mode are met based on the current transmission mode, and determines that the conditions for reducing torque from the clutch lock-up mode are met when the transmission system air pressure meets the shift air pressure requirements, the requested gear is not equal to the actuator gear, and the economic coasting request is not activated. The system determines whether the conditions for reducing torque from the torque-increasing mode are met based on the current transmission mode. It is determined to be satisfied if all of the following conditions are met: the current shift state is in gear; disengagement has occurred, or the requested gear is neutral and not equal to the actuator gear, or coasting is activated, or the current shift type is static shift or neutral is selected. The system also determines whether the conditions for reducing torque from the coasting mode are met based on the current transmission mode. It is determined to be satisfied if all of the following conditions are met: the current transmission process is in the coasting clutch disengagement process, and the clutch is in the disengagement process; at this time, the coasting request is not satisfied, and the requested gear is not equal to the target gear.

[0063] The engine torque reduction process is considered genuine if the following conditions are not met: coasting is not activated; the current shift type is not static shift, not neutral, not PTO control, not gear engagement request, and not power downshift; and no engine speed overshoot is detected, meaning the absolute value of the difference between the engine speed and the input shaft speed is not greater than the set speed threshold, or the time it is greater than the speed threshold has not reached the overshoot judgment time threshold.

[0064] The shifting condition in the current shifting process is determined based on the accelerator pedal opening, the current gear, the parking setting threshold, and the current transmission mode. The shifting type can intuitively represent the shifting condition in the current shifting process.

[0065] Specifically, when the power take-off (PTO) is engaging or disengaging, the current shift type is PTO control. If the accelerator pedal opening is greater than the set accelerator opening threshold, the coasting control request is not for clutch disengagement into neutral, or the clutch has not fully disengaged, and the current situation is not in the process of starting or crawling start, and the current gear is lower than the required gear, then the current shift type is power upshift. If the accelerator pedal opening is greater than the set accelerator opening threshold, the coasting control request is not for clutch disengagement into neutral, or the clutch has not fully disengaged, and the current situation is not in the process of starting or crawling start, and the current gear is higher than the required gear, then the current shift type is power downshift. If the accelerator pedal opening is not greater than the set accelerator opening threshold, the coasting control request is not for clutch disengagement into neutral, or the clutch has not fully disengaged, and the current situation is not in the process of starting with accelerator pedal depressed or crawling start, and the current gear is lower than the required gear, then the current shift type is power upshift. If the accelerator pedal opening is not greater than the set accelerator opening threshold and less than the non-powered shift accelerator opening threshold, the economic coasting control request is not for clutch disengagement into neutral, or the clutch has not fully disengaged, the current vehicle is not in a start-up or crawl start-up process, and the current gear is lower than the required gear, then the current shift type is non-powered upshift. If the accelerator pedal opening is not greater than the set accelerator opening threshold and less than the non-powered shift accelerator opening threshold, the economic coasting control request is not for clutch disengagement into neutral, or the clutch has not fully disengaged in the economic coasting state, the current vehicle is not in a start-up or crawl start-up process, and the current gear is higher than the required gear, then the current shift type is non-powered downshift. If the requested gear is neutral and the requested gear is not equal to the current gear, then the current shift type is neutral selection. If the current vehicle speed is lower than the parking set threshold for a duration longer than the static judgment time, the current vehicle is not in a start-up or crawl start-up process, and the requested gear is not equal to the current gear or the actuator gear, then the current shift type is static shift. If the current vehicle speed is greater than the set threshold for the dynamic vehicle, and the duration exceeds the time required to exit the static state judgment, the current gear is not equal to the requested gear, the economic coasting request is not to shift to neutral, the pre-selected gear shift request is met, or the shift process involves the economic coasting clutch opening and the clutch having completed disengagement under economic coasting conditions and the economic coasting request is no longer clutch disengagement neutral, or the current gear is neutral, then the current shift type is a request to engage gear. If the current gear is equal to the target gear and the shift process involves the clutch opening or locking, or the current vehicle speed is lower than the set threshold for stopping and the duration exceeds the static judgment time, or the actuator gear is neutral and the clutch is fully locked and the economic coasting request is to shift to neutral, or the actuator gear is neither neutral nor in an undefined position between neutral and in gear and the clutch is fully open and the economic coasting request is clutch open neutral, then the current shift type is no longer a request to engage gear.If the current gear is not neutral, and there is a shift actuator request (for coasting, the gear is shifted to neutral), and the shift process is in the economic coasting torque reduction phase, economic coasting speed adjustment phase, economic coasting torque increase calculation phase, economic coasting clutch lock-up phase, or economic coasting clutch disengagement phase, then the pre-selected shift request is satisfied, and the current shift type is pre-selected shift. If none of the above shift type conditions are met, the current shift type is no shift.

[0066] In the aforementioned clutch torque reduction method, vehicle status information is used to determine the engine torque reduction process and the current shift type. Based on this information, the clutch torque reduction target torque and torque safety factor are obtained. By accurately calculating these parameters, the system can shorten shift time and increase shift speed, thereby reducing power loss and optimizing power transmission. A comprehensive torque reduction target torque is obtained based on the clutch torque reduction target torque, torque safety factor, and the clutch's final target torque at the previous moment. This ensures that the clutch actively coordinates with the engine torque during torque reduction disengagement, effectively preventing the clutch from reducing torque ahead of the engine, leading to a surge in engine speed and transmission system oscillation, or the clutch from reducing torque behind the engine, resulting in a long shift time. This avoids excessive engine speed or transmission system oscillation, thus ensuring driving comfort and shift speed. Furthermore, precise control reduces clutch wear and load, avoids excessive torque shocks, helps extend the service life of the clutch and the entire transmission system, reduces long-term maintenance costs, and enhances system stability and durability.

[0067] In one embodiment, obtaining the comprehensive torque reduction target torque based on the clutch torque reduction target torque, the torque safety factor, and the clutch final target torque at the previous moment includes: obtaining the engine torque reduction request torque and the engine actual torque based on vehicle state information; obtaining the clutch torque reduction target torque based on the engine torque reduction request torque and the engine actual torque; obtaining the torque reduction torque traction coefficient and the clutch torque reduction torque safety factor based on the engine actual torque; and obtaining the comprehensive torque reduction target torque based on the clutch torque reduction torque safety factor, the torque reduction torque traction coefficient, the clutch torque reduction target torque, and the clutch final target torque at the previous moment.

[0068] Specifically, the initial torque reduction torque of the engine is calculated. If the torque reduction timer duration is longer than the single-step duration of the software execution, the engine torque at this point is recorded as the initial torque reduction torque. The target torque reduction torque of the clutch is obtained based on the initial torque reduction torque, the actual engine torque, and the requested torque reduction torque. The torque reduction torque traction coefficient is calculated from the actual engine torque using a function. This function is an interpolation function that takes the actual engine torque as input and the torque reduction torque traction coefficient as output. The interpolation function can be a lookup table or a function expression. The safety factor for the clutch torque reduction torque is calculated using the vehicle resistance torque as the first input and the actual engine torque as the second input.

[0069] When the product of the clutch torque reduction target torque and the torque safety factor is not greater than the clutch final target torque, or when the product of the clutch torque reduction target torque and the torque safety factor is greater than the clutch final target torque, and there has been a previous instance where the product of the clutch torque reduction target torque and the torque safety factor was not greater than the clutch final target torque, the sum of the product of the clutch torque reduction target torque and the torque safety factor minus the difference between the clutch final target torque at the previous moment and the product of the torque reduction torque traction coefficient and the clutch final target torque at the previous moment is the comprehensive torque reduction target torque. This value is limited to a range where the maximum value is the clutch final target torque at the previous moment and the minimum value is the product of the clutch torque reduction target torque and the torque safety factor.

[0070] Specifically, when the current shift type is static shift or PTO control, the estimated vehicle resistance torque for static shift is obtained by using the current gear number as the first input, the vehicle resistance torque as the second input, and the estimated vehicle resistance torque as the output interpolation function. The interpolation function can be a calibration table or a function expression. When the current shift type is not static shift or PTO control, and the vehicle is currently coasting in gear, the estimated vehicle resistance torque for upshifting while coasting in gear is obtained by using the current gear number as the first input, the vehicle resistance torque as the second input, and the estimated vehicle resistance torque as the output interpolation function. The interpolation function can be a calibration table or a function expression. Similarly, the estimated vehicle resistance torque for downshifting while coasting in gear is obtained by using the current gear number as the first input, the vehicle resistance torque as the second input, and the estimated vehicle resistance torque as the output interpolation function. Upshifting is determined based on whether the current shift type is a power upshift or a non-power upshift, and downshifting is determined based on whether the current shift type is a power downshift or a non-power downshift. When the current shift type is not static shift or PTO control, and the vehicle is not currently coasting in gear, the system first determines the estimated vehicle resistance torque for upshifting under the corresponding transmission mode based on the transmission mode and whether the current shift type is a power upshift or a non-power upshift. If it is an upshift, the system determines the estimated vehicle resistance torque for downshifting under the corresponding transmission mode. The transmission modes include, but are not limited to, emergency braking, manual shifting, temporary manual shifting, automatic shifting, sport, off-road, power, winter, liquid transport, economy, and default modes. The estimated vehicle resistance torque for upshifting under the corresponding mode is obtained by using the current gear number as the first input, the vehicle resistance torque as the second input, and the estimated vehicle resistance torque for upshifting as the output interpolation function. The interpolation function can be a calibration table or a function expression. Similarly, the estimated vehicle resistance torque for downshifting under the corresponding mode is obtained by using the current gear number as the first input, the vehicle resistance torque as the second input, and the estimated vehicle resistance torque for downshifting as the output interpolation function.

[0071] In this embodiment, since the torque when the clutch is fully engaged is much greater than the engine torque, this method can quickly reduce the clutch target torque from the fully engaged torque to a value close to the current engine torque, but still greater than the engine torque, at the beginning of the torque reduction phase. During this phase, the rapid clutch disengagement has virtually no impact on shift smoothness and can also reduce the response time for subsequent control. Once the clutch target torque reaches a level close to the current engine torque, it decreases synchronously with the engine torque. Because the clutch and engine reduce torque synchronously, and the clutch torque is always greater than the engine torque, the clutch can fully transmit the engine torque, thus maintaining good torque reduction smoothness. As the difference between the clutch target torque and the engine torque decreases during the reduction process after the clutch target torque reaches a level close to the current engine torque, the rate of decrease in clutch torque gradually accelerates. It presents a parabolic shape similar to an opening downwards; when the product of the clutch torque reduction target torque and the torque safety factor is greater than the clutch final target torque, and there has never been a situation where the product of the clutch torque reduction target torque and the torque safety factor is not greater than the clutch final target torque, or the torque reduction timer's timing time is not greater than the software execution single step time, then the value of the clutch final target torque at the previous moment is the comprehensive torque reduction target torque; when the engine torque reduction request torque is not greater than the clutch torque reduction minimum torque threshold, and the torque reduction timer's timing time is not less than the software execution single step time and the engine torque reduction process is real, or the engine initial torque reduction torque is greater than the estimated vehicle resistance torque or the current shift type is power upshift or power downshift, then the clutch torque reduction end torque output is the comprehensive torque reduction target torque, because at this time the clutch has completed disengagement and can quickly disengage to a set non-torque position.

[0072] In one embodiment, the clutch torque reduction method further includes: obtaining a rapid step clutch disengagement target torque and a basic torque reduction target torque; classifying the vehicle torque reduction state according to the current shift type and the engine torque reduction process; the vehicle torque reduction state has a first state, a second state, and a third state; in the first state, obtaining the clutch final target torque based on the rapid step clutch disengagement target torque; in the second state, obtaining the clutch final target torque based on the basic torque reduction target torque; and in the third state, obtaining the clutch final target torque based on the comprehensive torque reduction target torque.

[0073] Specifically, when the rapid step clutch disengagement request is true, and the torque reduction timer duration is not less than the software execution step duration and the engine torque reduction process is false, or the initial engine torque reduction torque is not greater than the estimated vehicle resistance torque, or the current shift type is a non-powered upshift or non-powered downshift, the final clutch torque reduction target torque is equal to the rapid step clutch disengagement target torque. When the rapid step clutch disengagement request is false, and the torque reduction timer duration is not less than the software execution step duration and the engine torque reduction process is false, and the initial engine torque reduction torque is not greater than the estimated vehicle resistance torque, or the current shift type is a non-powered upshift or non-powered downshift, the final clutch torque reduction target torque is equal to the torque reduction base target torque based on the torque reduction operation time. When the torque reduction timer duration is not less than the software execution step duration and the engine torque reduction process is true, or the initial engine torque reduction torque is greater than the estimated vehicle resistance torque, or the current shift type is a power upshift or power downshift, the final clutch torque reduction target torque is equal to the comprehensive torque reduction target torque.

[0074] In this embodiment, when specific conditions are met, such as a rapid step clutch disengagement request being true or the initial engine torque reduction being less than the estimated vehicle resistance torque, the final torque reduction target of the clutch will be adjusted accordingly to the rapid step target or the base target to ensure the smoothness and stability of the shifting process. This method effectively improves the responsiveness and precision of clutch control during shifting, avoids unnecessary torque fluctuations, and thus improves the driving experience.

[0075] In one embodiment, obtaining the target torque for rapid step clutch disengagement includes: obtaining the timing time of the torque reduction timer, the torque reduction operation time, and the estimated clutch torque; obtaining the clutch disengagement response time under the current estimated torque based on the estimated clutch torque; and when the torque reduction operation time minus the timing time of the torque reduction timer is less than the clutch disengagement response time, the target torque for rapid step clutch disengagement is the minimum value between the final target torque reduction torque corresponding to the current shift type at the initialization moment and the set value of the fully open clutch torque.

[0076] Specifically, when the current shift type is static shift or PTO control, the torque reduction operation time is obtained by interpolating the output of a function with the current gear number as the first input, the accelerator pedal opening as the second input, and the static shift torque reduction operation time as the output. When the current shift type is not static shift or PTO control, and the vehicle is coasting in gear, the upshift torque reduction operation time is the product of the upshift clutch temperature-mass joint coefficient and the original upshift torque reduction operation time during coasting in gear, and the downshift torque reduction operation time is the product of the downshift clutch temperature-mass joint coefficient and the downshift torque reduction operation time during coasting in gear; the upshift clutch temperature-mass joint coefficient is obtained by interpolating the output of a function with the clutch temperature as the first input, the estimated vehicle mass as the second input, and the upshift clutch temperature-mass joint coefficient as the output; the original upshift torque reduction operation time during coasting in gear is obtained by interpolating the output of a function with the current gear number as the first input, the accelerator pedal opening as the second input, and the static shift torque reduction operation time as the output. The input for the gear number is an interpolation function, with the original time for upshifting and downshifting while coasting in gear as the output. The output for the downshift clutch temperature-mass joint coefficient is an interpolation function with the clutch temperature as the first input and the estimated vehicle mass as the second input. The output for the downshift clutch temperature-mass joint coefficient is an interpolation function, with the current gear number as the input and the current time for downshifting and downshifting while coasting in gear as the output. Upshifting is determined based on whether the current shift type is a power upshift or a non-power upshift, and downshifting is determined based on whether the current shift type is a power downshift or a non-power downshift.If the current shift type is not static shift or PTO control, and the vehicle is not currently coasting in gear, the system first determines the shift mode and whether the current shift type is a power upshift or a non-power upshift. If it is an upshift, the system determines the original upshift torque reduction time and the temperature-mass joint coefficient of the upshift clutch in the corresponding transmission mode. If it is not an upshift, the system determines the downshift torque reduction time and the temperature-mass joint coefficient of the downshift clutch in the corresponding transmission mode. The product of the original upshift torque reduction time and the temperature-mass joint coefficient of the upshift clutch is the upshift torque reduction time in the corresponding transmission mode. The product of the downshift torque reduction time and the temperature-mass joint coefficient of the downshift clutch is the downshift torque reduction time in the corresponding transmission mode. Transmission modes include, but are not limited to, emergency braking, manual shift, temporary manual shift, automatic shift, sport, off-road, power, and winter. The system supports four modes: seasonal, liquid transport, economy, and default. The upshift clutch temperature-mass joint coefficient for each mode is obtained using an interpolation function with clutch temperature as the first input, estimated vehicle mass as the second input, and the output clutch temperature-mass joint coefficient. Similarly, the downshift clutch temperature-mass joint coefficient for each mode is obtained using an interpolation function with clutch temperature as the first input, estimated vehicle mass as the second input, and the output clutch temperature-mass joint coefficient. The original upshift / downshift torque reduction operation time for each mode is obtained using an interpolation function with the current gear number as the first input, accelerator pedal opening as the second input, and the output torque reduction operation time. The downshift / downshift torque reduction operation time for each mode is obtained using an interpolation function with the current gear number as the first input, accelerator pedal opening as the second input, and the output torque reduction operation time. The interpolation function can be a calibration table or a function expression.

[0077] The clutch disengagement response time under the current estimated torque is calculated by a function. The function is an interpolation function that takes the estimated clutch torque as input and the clutch disengagement response time as output. If the torque reduction operation time minus the torque reduction timer timing time is not greater than the clutch disengagement response time, then the target torque output for rapid step clutch disengagement is the torque reduction end torque. If the torque reduction operation time minus the torque reduction timer timing time is not greater than the clutch disengagement response time, and step clutch disengagement is allowed to be enabled through calibration settings under different current shift types, then the rapid step clutch disengagement request is true.

[0078] In this embodiment, the target torque for rapid step clutch disengagement is dynamically adjusted by calculating the estimated clutch torque and disengagement response time, combined with the torque reduction operation time and the current shift type. Based on different shift types and vehicle conditions, the clutch disengagement timing is precisely controlled to ensure smoothness and responsiveness during the shifting process, avoiding torque fluctuations and uneven shifting.

[0079] In one embodiment, obtaining the basic target torque for torque reduction includes: obtaining the torque reduction coefficient for the current shift type based on the ratio of the timer's timing time to the torque reduction operation time; obtaining the initial torque and the final torque at the initialization moment; the final torque is the minimum value between the final target torque for torque reduction corresponding to the current shift type at the initialization moment and the clutch fully open torque setting value; and obtaining the basic target torque for torque reduction based on the initial torque, the final torque, and the torque reduction coefficient.

[0080] The initial torque reduction is the smaller of the following three values ​​at the initialization moment: the final target torque of the clutch, the estimated clutch torque, the engine safety torque, and the maximum value of the minimum safe torque threshold for clutch engagement. The engine safety torque is the product of the engine torque and the clutch engagement safety factor at the current initialization moment. The estimated clutch torque is the clutch torque estimate at the corresponding position obtained through polynomial calculation using the actual clutch position and clutch temperature as inputs. The final torque reduction torque is the minimum between the final target torque reduction determined by the current shift type at the initialization moment and the clutch fully open torque setting. The final target torque reduction determined by the current shift type refers to the final target torque reduction corresponding to the current shift type as power upshift, non-power upshift, power downshift, or non-power downshift.

[0081] In this embodiment, the basic target torque for torque reduction is dynamically calculated based on the ratio of the timer time to the torque reduction operation time. The target torque for torque reduction is precisely adjusted according to the current shift type, the initial torque for torque reduction, and the final torque for torque reduction to ensure the smoothness and accuracy of the clutch during the shifting process. By combining the engine safe torque, the clutch estimated torque, and the minimum safe engagement torque, torque control is further optimized, improving the response speed and driving comfort during the shifting process.

[0082] In one embodiment, obtaining the clutch torque reduction target torque based on the engine torque reduction request torque and the engine actual torque includes: when the engine torque reduction process is false, the clutch torque reduction target torque is the engine actual torque; when the engine torque reduction process is true, the clutch torque reduction target torque is the engine torque reduction request torque.

[0083] Specifically, when the torque reduction timer's timing is longer than the software's single-step execution time, the engine torque at this time is recorded as the engine's initial torque reduction torque; based on the engine's initial torque reduction torque, the engine's actual torque, and the engine's torque reduction request torque, the clutch torque reduction target torque is obtained.

[0084] For example, when the engine torque reduction process is false, the clutch torque reduction target torque is equal to the dynamically updated actual engine torque. When the engine torque reduction process is true, if the initial engine torque reduction is greater than 0, the clutch torque reduction target torque is equal to the engine torque reduction request torque, and the range of the engine torque reduction request torque is from the initial engine torque reduction to the clutch torque reduction termination torque, ensuring that the clutch torque reduction target torque is not lower than the clutch torque reduction termination torque; if the initial engine torque reduction is not greater than 0, the clutch torque reduction target torque is equal to the engine torque reduction request torque, and the range of the engine torque reduction request torque is from the clutch torque reduction termination torque to the engine torque reduction initial torque, ensuring that the clutch torque reduction target torque is not lower than the engine torque reduction initial torque.

[0085] In this embodiment, the torque coordination between the engine and the clutch is optimized by dynamically adjusting the clutch torque reduction target torque. When the engine torque reduction process is false, the clutch torque reduction target torque is equal to the actual engine torque. When the engine torque reduction process is real, the clutch torque reduction target torque is adjusted according to the engine torque reduction request torque to ensure that the target torque is always within a reasonable range, avoid the torque being too low or too high, ensure the smoothness and safety of the shifting process, and improve the vehicle's responsiveness and driving experience.

[0086] In one embodiment, such as Figure 3 As shown, this application provides a clutch torque reduction method, including the following steps:

[0087] Step 302: Obtain vehicle status information; and determine the engine torque reduction process and current shift type.

[0088] Step 304: Based on the vehicle status information and the engine torque reduction process, obtain the clutch torque reduction target torque and torque safety factor.

[0089] Step 306: Obtain the engine torque reduction request torque and the actual engine torque based on the vehicle status information.

[0090] Step 308: If the engine torque reduction process is false, the clutch torque reduction target torque is the actual engine torque.

[0091] Step 310: When the engine torque reduction process is true, the clutch torque reduction target torque is the engine torque reduction request torque.

[0092] Step 312: Obtain the torque reduction traction coefficient and clutch torque reduction safety factor based on the actual engine torque.

[0093] Step 314: Obtain the comprehensive target torque for torque reduction based on the clutch torque reduction safety factor, torque reduction traction factor, clutch torque reduction target torque, and the clutch final target torque at the previous moment.

[0094] Step 316: Obtain the torque reduction timer timing, torque reduction operation time, and estimated clutch torque.

[0095] Step 318: Obtain the clutch disengagement response time under the current estimated torque based on the clutch estimated torque.

[0096] Step 320: If the torque reduction running time minus the torque reduction timer timing time is less than the clutch disengagement response time, the target torque for rapid step clutch disengagement is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization moment and the clutch fully open torque setting value.

[0097] Step 322: Based on the ratio of the timer's timing time to the torque reduction running time, obtain the torque reduction coefficient under the current shift type.

[0098] Step 324: Obtain the initial torque and the final torque of torque reduction at the initialization moment; the final torque of torque reduction is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization moment and the set value of the clutch fully open torque.

[0099] Step 326: Obtain the basic target torque for torque reduction based on the initial torque reduction, the final torque reduction, and the torque reduction coefficient.

[0100] Step 328: Classify the vehicle torque reduction state according to the current shift type and engine torque reduction process; the vehicle torque reduction state has a first state, a second state and a third state.

[0101] Step 330: In the first state, the final target torque of the clutch is obtained based on the target torque of the rapid step clutch separation; in the second state, the final target torque of the clutch is obtained based on the basic target torque of torque reduction; in the third state, the final target torque of the clutch is obtained based on the comprehensive target torque of torque reduction.

[0102] In this embodiment, the vehicle's engine torque reduction process and current shift type are determined by vehicle status information. Based on the vehicle status information and engine torque reduction process, the clutch torque reduction target torque and torque safety factor are obtained. By accurately calculating the clutch torque reduction target torque and torque safety factor, the system can shorten shift time and increase shift speed, thereby reducing power loss and optimizing vehicle power transmission. Based on the clutch torque reduction target torque, torque safety factor, and the clutch's final target torque at the previous moment, a comprehensive torque reduction target torque is obtained. This ensures that the clutch actively coordinates with the engine torque during torque reduction disengagement, effectively avoiding the problems of the clutch reducing torque ahead of the engine, leading to a surge in engine speed and transmission system oscillation, or the clutch reducing torque behind the engine, resulting in a long shift process. This prevents the engine speed from soaring or the transmission system from oscillating, thus ensuring vehicle driving comfort and shift speed. Furthermore, precise control can also reduce clutch wear and load, avoid excessive torque impact, help extend the service life of the clutch and the entire transmission system, reduce long-term maintenance costs, and enhance system stability and durability.

[0103] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially, these steps are not necessarily executed in the indicated order. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but may be executed at different times. The execution order of these steps or stages is not necessarily sequential, but may be performed alternately or in turn with other steps or at least some of the steps or stages in other steps.

[0104] Based on the same inventive concept, this application also provides a clutch torque reduction device for implementing the clutch torque reduction method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations of one or more clutch torque reduction device embodiments provided below can be found in the limitations of the clutch torque reduction method described above, and will not be repeated here.

[0105] In one embodiment, such as Figure 4 As shown, a clutch torque reduction device is provided, including: an acquisition module 402, a coordination module 404, and a torque control module 406, wherein:

[0106] The acquisition module 402 is used to acquire vehicle status information and determine the engine torque reduction process and current shift type of the vehicle.

[0107] The coordination module 404 is used to obtain the clutch torque reduction target torque and torque safety factor based on vehicle status information and engine torque reduction process.

[0108] The torque control module 406 is used to obtain the comprehensive torque reduction target torque based on the clutch torque reduction target torque, the torque safety factor, and the clutch final target torque at the previous moment.

[0109] In one embodiment, the coordination module 404 further includes:

[0110] The engine torque module is used to obtain the engine torque reduction request torque and the actual engine torque based on vehicle status information.

[0111] The first target torque module is used to obtain the clutch torque reduction target torque based on the engine torque reduction request torque and the engine actual torque.

[0112] The coefficient module is used to obtain the torque reduction traction coefficient and clutch torque reduction safety coefficient based on the actual engine torque.

[0113] The integrated target torque module is used to obtain the integrated target torque based on the clutch torque reduction safety factor, torque reduction traction factor, clutch torque reduction target torque, and the clutch final target torque at the previous moment.

[0114] In one embodiment, it also includes:

[0115] The second target torque module is used to obtain the target torque for rapid step clutch disengagement and the basic target torque for torque reduction.

[0116] The classification module is used to classify the vehicle's torque reduction state according to the current shift type and the engine torque reduction process; the vehicle torque reduction state has a first state, a second state, and a third state; in the first state, the final target torque of the clutch is obtained based on the quick step clutch separation target torque; in the second state, the final target torque of the clutch is obtained based on the basic torque reduction target torque; in the third state, the final target torque of the clutch is obtained based on the comprehensive torque reduction target torque.

[0117] In one embodiment, the second target torque module further includes:

[0118] The processing module is used to obtain the torque reduction timer timing time, torque reduction operation time, and estimated clutch torque.

[0119] The response time module is used to obtain the clutch disengagement response time under the current estimated torque based on the clutch estimated torque.

[0120] The third target torque module is used to determine the minimum value between the final target torque reduction torque corresponding to the current shift type at the initialization moment and the clutch fully open torque setting when the torque reduction operation time minus the torque reduction timer time is less than the clutch disengagement response time.

[0121] In one embodiment, the second target torque module further includes:

[0122] The torque reduction coefficient module is used to obtain the torque reduction coefficient for the current shift type based on the ratio of the timer's timing time to the torque reduction operation time.

[0123] The torque reduction module is used to obtain the initial torque reduction and the torque reduction termination at the initialization moment; the torque reduction termination torque is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization moment and the clutch fully open torque setting value.

[0124] The fourth target torque module obtains the basic target torque for torque reduction based on the initial torque reduction, the final torque reduction, and the torque reduction coefficient.

[0125] In one embodiment, the first target torque module further includes:

[0126] The first judgment module is used to determine the clutch torque reduction target torque as the actual engine torque when the engine torque reduction process is false.

[0127] The second judgment module is used to determine the engine torque reduction target torque as the engine torque reduction request torque when the engine torque reduction process is true.

[0128] Each module in the aforementioned clutch torque reduction device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the computer device's memory as software, so that the processor can call and execute the corresponding operations of each module.

[0129] In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 5As shown, this computer device includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and databases. The internal memory provides the environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The I / O interfaces are used for exchanging information between the processor and external devices. The communication interface is used for communicating with external terminals via a network connection. When the computer program is executed by the processor, it implements a clutch torque reduction method.

[0130] Those skilled in the art will understand that Figure 5 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0131] In one embodiment, a computer device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above method embodiments.

[0132] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the steps in the above method embodiments.

[0133] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0134] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0135] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0136] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0137] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for reducing clutch torque, characterized in that, The method includes: Obtain vehicle status information; and determine the engine torque reduction process and current shift type of the vehicle; Based on the vehicle status information and the engine torque reduction process, the clutch torque reduction target torque and torque safety factor are obtained. The comprehensive torque reduction target torque is obtained based on the clutch torque reduction target torque, the torque safety factor, and the clutch final target torque at the previous moment; The method further includes: obtaining the rapid step clutch disengagement target torque and the basic target torque for torque reduction; classifying the vehicle torque reduction state according to the current shift type and the engine torque reduction process; the vehicle torque reduction state has a first state, a second state, and a third state; in the first state, obtaining the final target torque of the clutch according to the rapid step clutch disengagement target torque; in the second state, obtaining the final target torque of the clutch according to the basic target torque for torque reduction; in the third state, obtaining the final target torque of the clutch according to the comprehensive target torque for torque reduction. Obtaining the target torque for rapid step clutch disengagement includes: obtaining the timing time of the torque reduction timer, the torque reduction operation time, and the estimated clutch torque; obtaining the clutch disengagement response time under the current estimated torque based on the estimated clutch torque; and when the torque reduction operation time minus the timing time of the torque reduction timer is less than the clutch disengagement response time, the target torque for rapid step clutch disengagement is the minimum value between the final target torque reduction torque corresponding to the current shift type at the initialization time and the set value of the fully open clutch torque. Obtaining the basic target torque for torque reduction includes: obtaining the torque reduction coefficient for the current shift type based on the ratio of the timer's timing time to the torque reduction operation time; obtaining the initial torque reduction torque and the final torque reduction torque at the initialization moment; the final torque reduction torque is the minimum value between the final target torque reduction torque corresponding to the current shift type at the initialization moment and the clutch fully open torque setting value; and obtaining the basic target torque for torque reduction based on the initial torque reduction torque, the final torque reduction torque, and the torque reduction coefficient.

2. The method according to claim 1, characterized in that, The comprehensive torque reduction target torque obtained based on the clutch torque reduction target torque, the torque safety factor, and the clutch final target torque at the previous moment includes: The engine torque reduction request torque and the actual engine torque are obtained based on the vehicle status information; The clutch torque reduction target torque is obtained based on the engine torque reduction request torque and the engine actual torque. The torque reduction traction coefficient and clutch torque reduction safety factor are obtained based on the actual engine torque. The comprehensive torque reduction target torque is obtained based on the clutch torque reduction safety factor, the torque reduction traction factor, the clutch torque reduction target torque, and the clutch final target torque at the previous moment.

3. The method according to claim 2, characterized in that, The step of obtaining the clutch torque reduction target torque based on the engine torque reduction request torque and the engine actual torque includes: If the engine torque reduction process is false, the clutch torque reduction target torque is the actual engine torque; When the engine torque reduction process is true, the clutch torque reduction target torque is the engine torque reduction request torque.

4. A clutch torque reduction device, characterized in that, The device comprises: The acquisition module is used to acquire vehicle status information and determine the engine torque reduction process and current shift type of the vehicle. The coordination module is used to obtain the clutch torque reduction target torque and torque safety factor based on the vehicle status information and the engine torque reduction process; The torque control module is used to obtain the comprehensive torque reduction target torque based on the clutch torque reduction target torque, the torque safety factor, and the clutch final target torque at the previous moment.

5. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 3.

6. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 3.

7. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 3.

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