Torque adjusting method of vehicle, electronic equipment and vehicle

Abstract

The invention provides a torque adjusting method of a vehicle, electronic equipment and the vehicle, the method is applied to the field of hybrid electric vehicles, and the method comprises the steps that under the condition that the vehicle is in a target driving mode, the driving working condition of the vehicle is determined, and the target driving mode is a driving mode that a clutch in the vehicle needs to be in a closed state; under the condition that the driving working condition of the vehicle is the target driving working condition, engine parameters and transmission parameters of the vehicle are obtained; based on the engine parameters and the transmission parameters, whether the clutch is pressed or not is judged; and under the condition that the clutch is not pressed tightly, the output torque of the vehicle is adjusted. According to the method, the output torque of the vehicle can be dynamically adjusted in real time, and the driving experience of a driver under the target driving working condition of the vehicle is ensured.

Description

Technical Field

[0001] This application relates to the field of hybrid electric vehicles, and more specifically, to a method for adjusting the torque of a vehicle, electronic equipment, and a vehicle in the field of hybrid electric vehicles. Background Technology

[0002] Currently, hybrid vehicles often use clutches to control the vehicle's drive. For example, in series drive mode, the engine and motor are coupled through a hybrid transmission with an integrated clutch. When the vehicle is in low battery mode, if there are extreme driving conditions such as rapid acceleration or deceleration, the clutch fluid will slosh. This sloshing will affect the normal operation of the clutch, causing it to fail to engage, which will cause the coupled engine and motor to spin wildly. Therefore, there is an urgent need for a method to reduce engine and motor overspeed in vehicles under extreme driving conditions. Summary of the Invention

[0003] In view of this, this application provides a method for adjusting the torque of a vehicle, an electronic device, and a vehicle. This method can dynamically adjust the output torque of a vehicle in real time under extreme driving conditions to eliminate the over-revving of the vehicle's engine and motor, thereby ensuring the driving experience of the vehicle. Firstly, a method for adjusting the torque of a vehicle is provided. The method includes: determining the driving condition of the vehicle when the vehicle is in a target driving mode, wherein the target driving mode is a driving mode in which the clutch in the vehicle needs to be closed; acquiring the engine parameters and transmission parameters of the vehicle when the vehicle is in the target driving mode; determining whether the clutch is engaged based on the engine parameters and the transmission parameters; and adjusting the output torque of the vehicle when the clutch is not engaged.

[0004] Through the above technical solution, the vehicle's driving mode is the target driving mode, which is used to indicate that the vehicle is in a driving mode that requires clutch engagement, such as series mode or direct drive mode. Based on this, when the vehicle's driving condition is the target driving condition, if the clutch is not engaged, the vehicle's power source equipment (such as the engine and motor) is prone to over-spinning. This embodiment can dynamically adjust the vehicle's output torque in real time when the clutch is not engaged, thereby reducing excess power output from the source, breaking the speed runaway cycle, eliminating the over-spinning of the engine and motor caused by the clutch not being engaged, and improving the driving experience of the vehicle under the target driving condition. In conjunction with the first aspect, in some possible implementations, determining the driving condition of the vehicle includes: determining the driving condition of the vehicle as the target driving condition when the pedal travel of the vehicle's brake pedal is equal to or greater than a first travel threshold and the duration reaches a first preset duration. In the above technical solution, when the pedal travel of the vehicle's brake pedal is equal to or greater than a first travel threshold and the duration reaches a first preset duration, it indicates that the vehicle is in a rapid deceleration driving condition. Under this condition, the clutch fluid will surge forward due to inertia, causing sloshing. This sloshing makes the oil pump in the hybrid transmission prone to cavitation, resulting in a reduction in the hydraulic system oil volume and the clutch being unable to fully engage. In this technical solution, when the rapid deceleration driving condition is determined as the target driving condition, if the clutch is not engaged under this rapid deceleration driving condition, the vehicle's output torque can be adjusted in real time to eliminate the phenomenon of engine and motor over-revving caused by the clutch not being engaged due to the rapid deceleration driving condition.

[0005] In conjunction with the first aspect, in some possible implementations, determining the driving condition of the vehicle includes: determining the driving condition of the vehicle as the target driving condition when the pedal travel of the accelerator pedal of the vehicle is equal to or greater than a second travel threshold and the duration reaches a second preset duration.

[0006] In the above technical solution, when the brake pedal travel of the vehicle is equal to or greater than the first travel threshold and the duration reaches the second preset duration, it indicates that the vehicle is in a rapid acceleration driving condition. Under this condition, the clutch fluid will surge to the rear due to inertia, i.e., it will shake. This shaking makes the oil pump in the hybrid transmission prone to cavitation, resulting in a reduction in the hydraulic system oil volume, and the clutch is prone to not being fully engaged. In this technical solution, when the rapid acceleration driving condition is determined as the target driving condition, if the clutch is not engaged under the rapid acceleration driving condition, the output torque of the vehicle can be adjusted in real time to eliminate the phenomenon of engine and motor running wild due to the clutch not being engaged under the rapid acceleration driving condition.

[0007] In conjunction with the first aspect, in some possible implementations, the engine parameters include: engine speed and engine torque, and the transmission parameters include: transmission input shaft speed and clutch torque; determining whether the clutch is engaged based on the engine parameters and transmission parameters includes: determining the speed difference between the engine speed and the transmission input shaft speed; determining the torque difference between the engine torque and the clutch torque; and determining whether the clutch is engaged based on the speed difference and the torque difference.

[0008] In the above scheme, the speed difference between the engine speed and the transmission input shaft speed, and the torque difference between the engine torque and the clutch torque, can objectively reflect whether the clutch of the vehicle is engaged, making the triggering timing of subsequent adjustments to the output torque of the vehicle more precise.

[0009] In conjunction with the first aspect, in some possible implementations, determining whether the clutch is engaged based on the speed difference and the torque difference includes: determining that the clutch is not engaged when the speed difference is equal to or greater than the speed threshold and the torque difference is equal to or greater than the torque threshold.

[0010] In conjunction with the first aspect, in some possible implementations, determining whether the clutch is engaged based on the speed difference and the torque difference includes: determining that the clutch is engaged when the speed difference is less than the speed threshold and / or the torque difference is less than the torque threshold.

[0011] In the above technical solution, when the speed difference and torque difference are very small, the impact of the vehicle's power source spinning rapidly is not obvious. At this time, there is no need to adjust the vehicle's output torque, thus avoiding the consumption of computing power for the vehicle controller. However, when the speed difference is equal to or greater than the speed threshold and the torque difference is equal to or greater than the torque threshold, the driver will have an unpleasant driving experience.

[0012] Setting conditions such as the speed difference being equal to or greater than a speed threshold and the torque difference being equal to or greater than a torque threshold as the starting conditions for adjusting the vehicle's output torque allows the vehicle's torque adjustment to be triggered only when the speed difference and torque difference are very large, i.e., when the effect of overspeed is significant. This avoids the waste of computing power of the vehicle controller due to erroneous triggering and invalid calculations. At the same time, it enables on-demand response to scenarios and driver needs. That is, the adjustment of the vehicle's output torque can be initiated when the driver will have adverse perceptions, which can match the core goal of eliminating the adverse perceptions experienced by the driver when the power source equipment overspeeds. In conjunction with the first aspect, in some possible implementations, the above-mentioned adjustment of the vehicle's output torque includes: determining the speed difference between the engine speed and the transmission input shaft speed; determining the torque difference between the engine torque and the clutch torque; obtaining a torque adjustment magnitude from a preset correspondence based on the speed difference and the torque difference; and adjusting the output torque in the vehicle based on the torque adjustment magnitude.

[0013] The above scheme pre-sets the corresponding torque adjustment amplitude for possible speed and torque differences, thus obtaining a preset correspondence. In the state where the clutch is not engaged, the actual speed and torque differences are calculated, and the appropriate torque adjustment amplitude is found from the preset correspondence. The output torque of the vehicle is then quickly adjusted based on the torque adjustment amplitude. The setting of this preset correspondence can improve the adjustment efficiency of the vehicle's output torque.

[0014] In conjunction with the first aspect, in some possible implementations, adjusting the vehicle's output torque based on the torque adjustment amplitude includes: controlling the vehicle's current output torque to decrease according to the torque adjustment amplitude to obtain the vehicle's target output torque; and, when the vehicle is traveling according to the target output torque, re-executing the steps of obtaining the vehicle's engine parameters and transmission parameters and thereafter until the speed difference is less than the speed threshold, and / or the torque difference is less than the torque threshold.

[0015] The above technical solutions can control the vehicle's output torque to decrease gradually, thereby reducing excess power output from the source and eliminating the overdrive phenomenon while reducing the negative driving experience for the driver during the elimination process.

[0016] Secondly, a torque adjustment device for a vehicle is provided, the device comprising: a determining module, an acquiring module, a judging module, and an adjusting module; The determining module is used to determine the driving conditions of the vehicle when the vehicle is in a target driving mode, where the clutch in the vehicle needs to be in a closed state. This acquisition module is used to acquire the engine parameters and transmission parameters of the vehicle when the vehicle's driving condition is the target driving condition. This judgment module is used to determine whether the clutch is engaged based on the engine parameters and transmission parameters. This adjustment module is used to adjust the vehicle's output torque when the clutch is not engaged.

[0017] In conjunction with the second aspect, in some possible implementations, the determining module is specifically used to determine the vehicle's driving condition as the target driving condition when the pedal travel of the vehicle's brake pedal is equal to or greater than a first travel threshold and the duration reaches a first preset duration.

[0018] In conjunction with the second aspect, in some possible implementations, the determining module is specifically used to determine the vehicle's driving condition as the target driving condition when the pedal travel of the accelerator pedal of the vehicle is equal to or greater than the second travel threshold and the duration reaches the second preset duration.

[0019] In conjunction with the second aspect, in some possible implementations, the engine parameters include: engine speed and engine torque; the transmission parameters include: transmission input shaft speed and clutch torque; the determination module is specifically used to determine the speed difference between the engine speed and the transmission input shaft speed; determine the torque difference between the engine torque and the clutch torque; and based on the speed difference and the torque difference, determine whether the clutch is engaged.

[0020] In conjunction with the second aspect, in some possible implementations, the judgment module is also specifically used to determine that the clutch is not engaged when the speed difference is equal to or greater than the speed threshold and the torque difference is equal to or greater than the torque threshold.

[0021] In conjunction with the second aspect, in some possible implementations, the judgment module is also specifically used to determine that the clutch is engaged when the speed difference is less than the speed threshold and / or the torque difference is less than the torque threshold.

[0022] In conjunction with the second aspect, in some possible implementations, the engine parameters include: engine speed and engine torque; the transmission parameters include: transmission input shaft speed and clutch torque; the adjustment module is specifically used to determine the speed difference between the engine speed and the transmission input shaft speed; determine the torque difference between the engine torque and the clutch torque; obtain a torque adjustment amplitude from a preset correspondence based on the speed difference and the torque difference; and adjust the output torque in the vehicle based on the torque adjustment amplitude.

[0023] In conjunction with the second aspect, in some possible implementations, the adjustment module is also specifically used to control the current output torque of the vehicle to decrease according to the torque adjustment magnitude to obtain the target output torque of the vehicle; when the vehicle is traveling according to the target output torque, the steps of obtaining the engine parameters and transmission parameters of the vehicle and thereafter are executed again until the speed difference is less than the speed threshold, and / or the torque difference is less than the torque threshold.

[0024] Thirdly, an electronic device is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the methods as described in the first aspect or any one of the first aspects.

[0025] Fourthly, a vehicle is provided, including electronic equipment as provided in the third aspect.

[0026] Fifthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0027] In a sixth aspect, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0028] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of the power system architecture of a hybrid vehicle provided in an embodiment of this application; Figure 2 This is a schematic flowchart illustrating a method for adjusting the torque of a vehicle according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a vehicle torque adjustment device provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0030] Many specific details are set forth in the following description to provide a full understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of this application; therefore, this application is not limited to the specific embodiments disclosed below.

[0031] It should be noted that the terms "first," "second," "third," etc., in the claims, specification, and drawings of this application are used to distinguish similar objects and are not used to describe a specific order or sequence. Such data are interchangeable where appropriate so that the embodiments of this application described herein can be implemented in a sequence other than that shown or described herein. Furthermore, the terms "comprising," "having," and their variations are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products, or apparatuses.

[0032] It should be understood that in the embodiments of this application, "at least one" refers to one or more, "several" refers to one or more, and "more than" refers to two or more. "And / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "Contains A, B, and / or C" means containing any one, two, or three of A, B, and C.

[0033] It should be understood that in the embodiments of this application, "B corresponding to A", "B corresponding to A", "A corresponds to B" or "B corresponds to A" means that B is associated with A, and B can be determined based on A. Determining B based on A does not mean that B is determined solely based on A; B can also be determined based on A and / or other information.

[0034] Before describing the vehicle torque adjustment method provided in the embodiments of this application, the relevant concepts and technical means involved in the embodiments of this application will be explained first.

[0035] Hybrid vehicles are vehicles whose drive system consists of two or more individual drive systems that can operate simultaneously. The driving power of a hybrid vehicle is provided individually or jointly by each drive system, depending on the actual driving conditions. A common type of hybrid vehicle is the hybrid electric vehicle (HEV), which has an electric motor in addition to an engine (for driving and / or generating electricity). The drive motor can be powered by the vehicle's battery, while the generator motor can be powered by the engine. Hybrid vehicles can be classified according to the connection method of their hybrid drive system, i.e., the power delivery method, into series hybrid vehicles, parallel hybrid vehicles, and series-parallel hybrid vehicles.

[0036] The following is based on Figure 1 The architecture of the powertrain system of a hybrid vehicle will be explained using an example.

[0037] For example, Figure 1 This is a schematic diagram of the powertrain architecture of a hybrid vehicle provided in an embodiment of this application. See also... Figure 1 , Figure 1 The vehicle's powertrain may include an engine 101, a clutch 102, a front axle motor 103, a hybrid transmission (HT) 104, a power battery 105, and a rear axle motor 106.

[0038] The engine 101 is connected to the clutch 102, and the clutch 102 and the front axle motor 103 are located in the hybrid transmission 104.

[0039] The engine 101 can be used to directly drive the front wheels 107 and rear wheels 108 of the vehicle, or it can be used to drive the front axle motor 103 to generate electricity.

[0040] Clutch 102 is used to connect and disconnect the power output of engine 101 from the transmission system. By disengaging clutch 102, the power link between engine 101 and the transmission system is severed, meaning engine 101 does not participate in vehicle driving. By engaging clutch 102, the output torque of engine 101 can be transmitted, allowing engine 101 to participate in vehicle driving. In this embodiment, clutch 102 can be an automatic clutch, controlled by a microcomputer through an independent control system. In this case, the driver does not need to physically depress the clutch pedal to connect and disconnect the engine 101 from the transmission system. In this embodiment, clutch 102 can be a wet clutch, or oil-immersed clutch, a power transmission device that operates entirely immersed in specialized lubricating oil.

[0041] The front axle motor 103 is used to generate electricity using the energy output from the engine 101, or to drive the front wheels 107 of the vehicle to rotate.

[0042] The hybrid transmission 104 is a composite power transmission system that integrates traditional transmission functions (such as gear sets / planetary carriers / continuously variable transmissions), power coupling or decoupling mechanisms (such as clutches), electric motors (such as integrated or separate drive or generators), and control units. It can be used to change the transmission ratio to change the vehicle speed at the same engine speed, and can also change the direction of force to achieve reverse driving. At the same time, it can achieve coordinated output, independent output, or energy recovery of engine and electric motor power.

[0043] The power battery 105 is used to store electrical energy and provide a power source for the front axle motor 103 and / or the rear axle motor 106.

[0044] The rear axle motor 106 is used to directly drive the rear wheels 108 of the vehicle.

[0045] The above Figure 1 The powertrain shown can achieve a variety of different driving modes, such as pure electric two-wheel drive mode, pure electric four-wheel drive mode, series mode, parallel two-wheel drive mode, parallel four-wheel drive mode, and direct drive mode.

[0046] In the pure electric two-wheel drive mode, which is also the pure electric rear-wheel drive mode, the power battery 105 provides power to the rear axle motor 106, which is then operational and provides power output to drive the rear wheels 108, thus propelling the vehicle. Furthermore, in pure electric two-wheel drive mode, the engine 101 and the front axle motor 103 are not operational, meaning they do not provide power output.

[0047] The series mode refers to the engine 101 being in operation, driving the front axle motor 103 to generate electricity, so that the front axle motor 103 provides a power source to the rear axle motor 106, and then the rear axle motor 106 provides power output, driving the vehicle to move by rotating the rear wheels 108. When the vehicle is in pure electric four-wheel drive mode, the power battery 105 provides power to both the front axle motor 103 and the rear axle motor 106. Both the front axle motor 103 and the rear axle motor 106 are in operation. The front axle motor 103 outputs power to drive the front wheels 107, and the rear axle motor 106 outputs power to drive the rear wheels 108. Thus, when the vehicle is in pure electric four-wheel drive mode, the front axle motor 103 and the rear axle motor 106 jointly output power to drive the vehicle.

[0048] When the vehicle is in parallel two-wheel drive mode, both the engine 101 and the front axle motor 103 are working. In parallel two-wheel drive mode, the clutch 102 is closed, and the engine 101 and the front axle motor 103 can jointly output power to drive the front wheels 107, thereby driving the vehicle.

[0049] When the vehicle is in parallel four-wheel drive mode, the engine 101, the front axle motor 103, and the rear axle motor 106 are all in operation. In parallel four-wheel drive mode, the clutch 102 is closed, and the power battery provides power to both the front axle motor 103 and the rear axle motor 106. This allows the engine 101 and the front axle motor 103 to jointly output power to drive the front wheels 107, and the rear axle motor 106 to output power to drive the rear wheels 108, thus achieving a four-wheel drive mode in which the front and rear axles drive together.

[0050] When the vehicle is in direct drive mode, clutch 102 is engaged, and engine 101 directly engages with the intermediate gear of hybrid transmission 104 via clutch 102. Figure 1 (Not shown) Engages, and then transmits power to the drive shaft, ultimately driving the wheels to rotate. Alternatively, during engine operation, the front axle motor 103 can also rotate, but it does not output power; that is, the front axle motor 103 does not participate in driving. In these two modes, the power output from the engine 101 does not pass through the front axle motor 103, but is directly transmitted mechanically.

[0051] The above Figure 1 This is merely an illustrative example of a possible architecture for a hybrid vehicle's powertrain. Specifically, the powertrain of a hybrid vehicle may also include other mechanical structures not shown. Figure 1 The coupling relationship between the structures shown can be indirect coupling or communication connection, and can be electrical, mechanical or other forms. This embodiment does not limit this.

[0052] Below, in conjunction with the above Figure 1 This section provides a detailed explanation of the problems existing in the relevant technologies.

[0053] In current vehicles, when the battery is low, they typically enter a series drive mode. In this mode, engine 101 drives the front axle motor 103 to generate electricity via clutch 102, while the rear axle motor 106 relies on the electricity provided by the front axle motor 103 to drive the vehicle. In this mode, during extreme driving conditions such as rapid deceleration or acceleration, the fluid in clutch 102 may slosh due to inertia. This sloshing can cause the oil pump to draw in air, resulting in a decrease in the hydraulic fluid in the hybrid transmission 104. Consequently, clutch 102 may not fully engage. When clutch 102 is not fully engaged, the torque that engine 101 can transmit to the front axle motor 103 drops significantly. The excess power output by engine 101 loses its load constraint and is converted into its own speed, causing engine 101 speed to spike. Simultaneously, the front axle motor 103 is forced to drive by engine 101, causing its speed to spike synchronously, resulting in both engine 101 and front axle motor 103 spinning excessively.

[0054] To address the aforementioned technical problems, this application provides a method for adjusting the torque of a vehicle. The method is executed by a hybrid vehicle, specifically a controller within that hybrid vehicle. The following describes... Figure 2 The methods of the embodiments of this application are described in detail.

[0055] Figure 2 This is a schematic flowchart illustrating a method for adjusting the torque of a vehicle according to an embodiment of this application. It should be noted that the steps shown may be performed in a logical order different from that shown in the flowchart. For example, as... Figure 2 As shown, the torque adjustment method for this vehicle may include the following steps.

[0056] S110: When the vehicle is in the target driving mode, determine the vehicle's driving conditions. The target driving mode is the driving mode in which the clutch in the vehicle needs to be in the closed state.

[0057] S120: Under the condition that the vehicle's driving conditions are the target driving conditions, obtain the vehicle's engine parameters and transmission parameters.

[0058] S130: Determines whether the clutch is engaged based on engine and transmission parameters.

[0059] S140: Adjust the vehicle's output torque while the clutch is not engaged.

[0060] Through the above technical solution, the vehicle's driving mode is the target driving mode, which indicates that the vehicle is currently in a driving mode that requires clutch engagement, such as series mode, direct drive mode, or parallel drive mode. Based on this, if the vehicle's driving condition is the target driving condition and the clutch is not engaged, the vehicle's power source equipment (such as the engine and motor) is prone to over-spinning. This embodiment can dynamically adjust the vehicle's output torque in real time when the clutch is not engaged, thereby reducing excess power output from the source, breaking the speed runaway cycle, eliminating the over-spinning of the engine and motor caused by the clutch not being engaged, and improving the driving experience of the vehicle under the target driving condition.

[0061] Below, on Figure 2 The implementation of each step in the illustrated embodiment will be explained in detail.

[0062] For S110 above, "clutch in closed state" refers to the state corresponding to when the clutch is pressed (or engaged); the target driving mode is a driving mode in which the clutch in the vehicle needs to be in closed state. For example, the target driving mode may include the series mode, parallel mode, or direct drive mode described above.

[0063] In some possible implementations, the conditions for triggering the target driving mode can be set according to the principle of optimizing vehicle energy efficiency. For example, specifically, it can be determined whether the vehicle's driving mode is the target driving mode by real-time monitoring of the remaining battery charge and / or the vehicle's speed.

[0064] Specifically, when the remaining battery charge is below a charge threshold and / or the driving speed is below a speed threshold, the vehicle is determined to enter the target driving mode. The charge and speed thresholds are set according to actual conditions; for example, the charge threshold could be 20%, 25%, or 40% of the preset charge level, and the speed threshold could be 30 km / h or 35 km / h.

[0065] For example, such as Figure 1As shown, when the remaining charge of the hybrid vehicle's power battery 105 is less than 20% of the preset charge and the driving speed is less than 30 km / h, the hybrid vehicle will enter a series mode to drive the vehicle. That is, with the clutch 102 closed, the engine 101 drives the front axle motor 103 to generate electricity to charge the power battery 105, and the rear axle motor 106 drives the vehicle by relying on the electricity provided by the power battery 105. At this time, the driving mode of the vehicle can be determined as the target driving mode.

[0066] When the remaining charge of the hybrid vehicle's power battery 105 is greater than 20% of the preset charge, it can be considered a high charge mode. When the charge is high, the hybrid vehicle will enter a pure electric drive mode, that is, the power battery 105 directly provides energy to the front axle motor 103 and / or the rear axle motor 106 so that the front axle motor 103 and / or the rear axle motor 106 drive the vehicle without starting the engine. The clutch 102 is in a disengaged state, that is, the clutch 102 will not affect the driving of the vehicle in this drive mode. Therefore, when the hybrid vehicle is in a high charge mode, the driving mode of the hybrid vehicle is not the aforementioned target driving mode.

[0067] Regarding the above S120, in this embodiment of the application, the target driving condition refers to a relatively extreme driving condition of the vehicle in the target driving mode, such as rapid acceleration, rapid deceleration, rapid acceleration followed by rapid deceleration, rapid deceleration followed by rapid acceleration, etc.

[0068] The following describes the specific method for determining whether a vehicle's driving condition is the target driving condition, exemplified by the following steps S121 and S122.

[0069] S121: When the pedal travel of the vehicle's brake pedal is equal to or greater than the first travel threshold and the duration reaches the first preset duration, the vehicle's driving condition is determined as the target driving condition.

[0070] The aforementioned brake pedal travel refers to the total distance or displacement of the pedal surface (the effective area in contact with the driver's foot) from the initial position where the brake pedal is not pressed until the pedal is pressed to a specific endpoint.

[0071] The aforementioned first travel threshold refers to a pre-set threshold used to quantify the travel of the brake pedal when it is depressed during rapid deceleration of the vehicle. For example, the first travel threshold can be 70% or 80% of the full travel of the brake pedal, etc. In some optional specific examples, the first travel threshold can be 7mm, 8mm, 9mm, etc., and this application does not impose any restrictions on it.

[0072] The aforementioned first preset duration refers to a pre-set duration for indicating the time the brake pedal is depressed during a vehicle's rapid deceleration. For example, the first preset duration could be 3 seconds, 2 seconds, etc., and this application does not impose any limitations on this.

[0073] When the brake pedal travel is equal to or greater than the first travel threshold and the duration reaches the first preset duration, it indicates that the vehicle is currently in a rapid deceleration driving condition. Under this condition, the clutch fluid will surge forward due to inertia, causing sloshing. This sloshing can easily cause the oil pump in the hybrid transmission to suck in air, resulting in a reduction in the hydraulic system fluid volume. The clutch may not be able to fully engage. By defining this rapid deceleration driving condition as the target driving condition, if the clutch is not engaged under this condition, the vehicle's output torque can be adjusted in real time to eliminate the engine and motor over-revving caused by the clutch not being engaged under rapid deceleration.

[0074] S122: When the pedal travel of the accelerator pedal of the vehicle is equal to or greater than the second travel threshold and the duration reaches the second preset duration, the driving condition of the vehicle is determined as the target driving condition.

[0075] The aforementioned accelerator pedal travel refers to the total distance or displacement of the pedal surface (the effective area in contact with the driver's foot) from the initial position where the accelerator pedal is not pressed until the pedal is pressed to a specific endpoint.

[0076] The aforementioned second travel threshold refers to a pre-set threshold used to quantify the travel of the accelerator pedal when it is depressed during rapid acceleration of the vehicle. For example, the second travel threshold can be 70%, 80%, etc., of the full travel of the accelerator pedal. In some optional specific examples, the second travel threshold can be 7mm, 8mm, 9mm, etc. The aforementioned second preset duration refers to a pre-set duration used to represent the duration the accelerator pedal is depressed during rapid acceleration of the vehicle. For example, the second preset duration can be 1s, 1.5s, etc.

[0077] When the accelerator pedal travel is equal to or greater than the second travel threshold and the duration reaches the second preset duration, it indicates that the current driving condition is a rapid acceleration driving condition. Under this condition, the clutch fluid will surge to the rear due to inertia, resulting in sloshing. This sloshing makes the oil pump in the hybrid transmission prone to cavitation, leading to a reduction in the hydraulic system oil volume and the clutch being unable to fully engage. In this technical solution, when this extreme rapid acceleration driving condition is determined as the target driving condition, if the clutch is not engaged under this rapid acceleration driving condition, the vehicle's output torque can be adjusted in real time to eliminate the phenomenon of engine and motor over-revving caused by the clutch not being engaged due to the rapid acceleration driving condition.

[0078] In some possible implementations, if the travel of the vehicle's brake pedal is equal to or greater than a first travel threshold and the duration reaches a first preset duration, it is further determined that the travel of the vehicle's accelerator pedal is equal to or greater than a second travel threshold and the duration reaches a second preset duration. In this case, the vehicle's driving condition is determined as the target driving condition; that is, the driving condition of rapid deceleration followed by rapid acceleration is determined as the target driving condition.

[0079] Alternatively, if the accelerator pedal travel is equal to or greater than the second travel threshold and the duration reaches the second preset duration, and it is further determined that the brake pedal travel is equal to or greater than the first travel threshold and the duration reaches the first preset duration, then the vehicle's driving condition is determined as the target driving condition; that is, the driving condition of rapid acceleration followed by rapid deceleration is determined as the target driving condition.

[0080] That is, in the above-mentioned S121, S122 and the above-mentioned possible implementation methods, specifically when the vehicle's driving mode is the target driving mode, the pedal travel of the brake pedal and / or the pedal travel of the accelerator pedal of the vehicle are monitored in real time. When the pedal travel of the brake pedal is equal to or greater than the first travel threshold and the duration reaches the first preset duration, and / or when the pedal travel of the accelerator pedal is equal to or greater than the second travel threshold and the duration reaches the second preset duration, the driving condition of the vehicle can be considered as the target driving condition.

[0081] The engine parameters mentioned above refer to the power output parameters associated with the vehicle's engine. For example, these engine parameters may include, but are not limited to, engine speed and engine torque. Engine speed refers to the number of revolutions the engine crankshaft makes per unit time, and is a core indicator for measuring engine speed; engine torque refers to the rotational torque output by the engine crankshaft, and is a core indicator for measuring engine power output.

[0082] The aforementioned transmission parameters refer to the power output parameters associated with the hybrid transmission described above, including the power output parameters of related components integrated within the hybrid transmission. For example, these transmission parameters may include, but are not limited to, transmission input shaft speed, clutch torque, and clutch speed.

[0083] The aforementioned transmission input shaft speed refers to the angular velocity (usually expressed in rpm) of the transmission input shaft (the shaft connecting the power source) of the basic transmission mechanism integrated in the hybrid transmission. One end of the transmission input shaft is connected to the engine via a clutch, while the other end extends into the hybrid transmission and meshes with the gear set; therefore, the transmission input shaft speed directly reflects the state of the engine's output speed after initial mechanical transmission.

[0084] The clutch torque mentioned above is the torsional torque (in Nm) that the clutch stably transmits in the vehicle, i.e., the output torque of the clutch. The clutch speed is the speed that the clutch stably transmits, i.e., the output speed of the clutch.

[0085] That is, when the driving condition of the vehicle in the target driving mode is determined to be the target driving condition, parameters such as engine speed, engine torque, transmission input shaft speed, and clutch torque are acquired in real time to participate in the subsequent judgment process of whether the clutch is engaged and the adjustment process of the vehicle's output torque.

[0086] For S130 above, this step is used to determine whether the vehicle's clutch is engaged based on the engine parameters and transmission parameters obtained in S120.

[0087] It should be understood that determining whether the clutch is engaged based on engine and transmission parameters can objectively reflect whether the clutch is engaged under the target driving conditions, making the timing of the clutch adjustment for the vehicle's output torque more precise.

[0088] In some possible implementations, when the engine parameters include engine speed and engine torque, and the transmission parameters include transmission input shaft speed and clutch torque, it can be determined whether the vehicle's clutch is engaged by the following steps S131 to S133.

[0089] S131: Determine the speed difference between the engine speed and the transmission input shaft speed.

[0090] S132: Determine the torque difference between engine torque and clutch torque.

[0091] S133: Determine whether the clutch is engaged based on the speed difference and torque difference.

[0092] It should be understood that the engine speed and the transmission input shaft speed, as well as the engine torque and the clutch torque, are dynamically matched and controlled through the clutch's engagement state. Specifically, the speed difference between the engine speed and the transmission input shaft speed can be considered as the speed difference between the two ends of the clutch, and the torque difference between the engine torque and the clutch torque can be considered as the torque difference between the two ends of the clutch.

[0093] Specifically, when the clutch is engaged, the engine and the input shaft of the hybrid transmission are rigidly connected, and their speeds are synchronized, with the engine torque and clutch torque being basically the same. However, when the clutch is not fully engaged, the engine speed loses the load constraint of the hybrid transmission, causing the engine speed to surge, which in turn causes a slip (i.e., speed difference) between the engine speed and the transmission input shaft speed, and at the same time causes an imbalance between the engine torque and the clutch torque.

[0094] Based on the above analysis, in this embodiment, the speed difference between the engine speed and the transmission input shaft speed, as well as the torque difference between the engine torque and the clutch torque, can be used to objectively indicate whether the vehicle's clutch is engaged.

[0095] In some possible implementations, the above is based on speed difference and torque difference, and specifically, whether the clutch is engaged can be determined by the following S1331 and S1332.

[0096] S1331: When the speed difference is equal to or greater than the speed threshold and the torque difference is equal to or greater than the torque threshold, it is determined that the clutch is not engaged.

[0097] S1332: When the speed difference is less than the speed threshold and / or the torque difference is less than the torque threshold, it is determined that the clutch is engaged.

[0098] In this implementation, when the speed difference and torque difference are very small, for example, when the speed difference is less than 100 rpm and the torque difference is less than 50 Nm, the impact of the vehicle's power source spinning rapidly is not significant. At this time, there is no need to adjust the vehicle's output torque, thus avoiding the consumption of computing power for the vehicle controller. However, when the speed difference is equal to or greater than the speed threshold and the torque difference is equal to or greater than the torque threshold, for example, when the speed difference is equal to or greater than 100 rpm and the torque difference is equal to or greater than 50 Nm, the driver will have an unpleasant driving experience. For example, the driver may hear the engine humming loudly, creating a strong auditory dissonance; the driver may need to press the brake pedal hard to slow down, creating a dissonance in the braking feedback, etc.

[0099] Setting conditions such as the speed difference being equal to or greater than a speed threshold and the torque difference being equal to or greater than a torque threshold as the starting conditions for adjusting the vehicle's output torque allows the vehicle's torque adjustment to be triggered only when the speed difference and torque difference are large, i.e., when the effect of overspeed is significant. This avoids the waste of computing power of the vehicle controller due to erroneous triggering and invalid calculations. At the same time, it enables on-demand response to scenarios and driver needs. That is, the adjustment of the vehicle's output torque can be initiated when the driver will have adverse perceptions, which can match the core goal of eliminating the adverse perceptions experienced by the driver when the power source equipment overspeeds. Alternatively, in some possible implementations, the rate at which the clutch torque decreases can be used to determine whether the clutch is engaged. Specifically, when the rate at which the clutch torque decreases exceeds a preset speed, it indicates a sharp decrease in the torque that the clutch can stably transmit, reflecting that the clutch cannot be engaged and cannot stably transmit engine torque. The preset speed can be set according to actual conditions.

[0100] Next, we will provide a detailed explanation of the process of adjusting the vehicle's output torque when the clutch is not engaged.

[0101] For S140 above, the output torque of the vehicle refers to the torsional torque output by the vehicle's power source. For example, this output torque may include: the vehicle's engine torque and / or motor torque.

[0102] In other words, in this scheme, adjusting the vehicle's output torque means adjusting the vehicle's engine torque, or adjusting the vehicle's motor torque, or simultaneously adjusting both the vehicle's engine torque and motor torque.

[0103] In this application, adjusting the vehicle's output torque when the clutch is not engaged can reduce excess power output from the vehicle at its source, break the speed runaway cycle, eliminate the phenomenon of engine and motor over-spinning caused by the clutch not being engaged, and improve the driving experience of the vehicle under the target driving conditions. In some possible implementations, as described above, engine parameters may include, but are not limited to, engine speed and engine torque, and transmission parameters may include, but are not limited to, transmission input shaft speed and clutch torque. Based on this, the "adjusting the vehicle's output torque" in S140 above can be specifically implemented through the following S141~S144.

[0104] S141: Determine the speed difference between the engine speed and the transmission input shaft speed.

[0105] S142: Determine the torque difference between engine torque and clutch torque.

[0106] S143: Based on the speed difference and torque difference, obtain the torque adjustment amplitude from the preset correspondence.

[0107] S144: Adjusts the vehicle's output torque based on the torque adjustment amplitude.

[0108] For an explanation of the engine speed, engine torque, transmission input shaft speed, and clutch torque, please refer to the previous description; they will not be repeated here.

[0109] The aforementioned preset correspondence refers to the correspondence indicated in the two-dimensional mapping table pre-calibrated and stored in the vehicle's controller. This two-dimensional mapping table is used to indicate the correspondence between the input parameters (torque difference, speed difference) and output parameters (torque adjustment amplitude) of the vehicle under possible target driving conditions. That is, the torque difference and speed difference that may occur when the vehicle is in the target driving mode and target driving conditions are combined, and a corresponding torque adjustment amplitude is set for each combination and stored in the vehicle's controller. After calculating the aforementioned speed difference and torque difference, the corresponding torque adjustment value can be retrieved from the aforementioned two-dimensional mapping table, and the output torque of the vehicle can be adjusted based on this torque adjustment value.

[0110] The torque adjustment amplitude mentioned above refers to the adjustment gradient of the vehicle's output torque, and its unit is Nm / s, which is used to express the value of output torque adjusted per second.

[0111] In this application, when the speed difference and torque difference are small, the corresponding torque adjustment amplitude is small, indicating that the clutch is tightly engaged and the vehicle's output torque only needs to be adjusted slightly; when the speed difference and torque difference are large, the corresponding torque adjustment amplitude is large, indicating that the clutch is tightly engaged and the vehicle's output torque needs to be adjusted by a larger amount.

[0112] As exemplarily shown in Table 1, Table 1 represents an exemplary preset correspondence provided in the embodiments of this application.

[0113] Table 1

[0114] As shown in Table 1, when the calculated speed difference is 50 rpm and the torque difference is 25 Nm, the corresponding torque adjustment amplitude can be found to be 10 Nm / s. The output torque of the vehicle can then be adjusted based on this torque adjustment amplitude of 10 Nm / s.

[0115] Furthermore, in actual vehicle operation, if the calculated combination of actual speed difference and actual torque difference does not have a corresponding torque adjustment amplitude in the aforementioned two-dimensional mapping table, such as when the actual speed difference and actual torque difference are intermediate values ​​set in the two-dimensional mapping table, such as an actual speed difference of 55 rpm and an actual torque difference of 26 Nm, and this combination does not have a corresponding torque adjustment amplitude in Table 1, then the torque adjustment amplitude corresponding to this combination can be calculated by linear interpolation. The specific linear interpolation calculation method will not be described in detail in this embodiment.

[0116] This application embodiment uses Table 1 above as an example to illustrate the correspondence between the speed difference between the engine speed and the transmission input shaft speed, the torque difference between the engine torque and the clutch torque, and the torque adjustment amplitude, and does not constitute a limitation on the embodiment of this application.

[0117] In some possible implementations, the "adjusting the vehicle's output torque based on the torque adjustment amplitude" in S144 above can be specifically implemented through the following S1440~S1441.

[0118] S1440: Controls the vehicle's current output torque to decrease according to the torque adjustment magnitude, thereby obtaining the vehicle's target output torque.

[0119] S1441: When the vehicle is traveling at the target output torque, repeat the steps of obtaining the vehicle's engine parameters and transmission parameters until the speed difference is less than the speed threshold and / or the torque difference is less than the torque threshold.

[0120] The aforementioned control of the vehicle's current output torque to decrease according to the torque adjustment magnitude means that the vehicle's engine torque and / or motor torque, etc., are reduced according to the torque adjustment magnitude, and the reduced output torque is the target output torque.

[0121] After calculating the target output torque, the above steps S120~S140 can be executed again until the speed difference is less than the speed threshold and / or the torque difference is less than the torque threshold. That is, when the speed difference is less than the speed threshold and / or the torque difference is less than the torque threshold, it means that the vehicle has not triggered extreme operating conditions and no output torque adjustment is required.

[0122] Through the above technical solution, the vehicle's output torque can be reduced through multiple iterations, controlling the output torque to decrease gradually. This reduces excess power output from the root, eliminating the overdrive phenomenon while minimizing the negative driving experience for the driver. Specifically, after adjusting the vehicle's output torque, the driving mode, driving conditions, engine parameters, and transmission parameters can be continuously monitored. Based on this information, it can be determined whether the overdrive effect has been eliminated. If the overdrive effect has not been eliminated, the vehicle's output torque can be continuously adjusted.

[0123] This concludes the description of the torque adjustment method for the vehicle provided in this application.

[0124] Figure 3 This is a schematic diagram of the structure of a vehicle torque adjustment device provided in an embodiment of this application.

[0125] For example, such as Figure 3 As shown, the device 200 includes: a determining module 201, an acquiring module 202, a judging module 203, and an adjusting module 204; The determining module 201 is used to determine the driving conditions of the vehicle when the vehicle is in a target driving mode, wherein the target driving mode is a driving mode in which the clutch in the vehicle needs to be in a closed state. The acquisition module 202 is used to acquire the engine parameters and transmission parameters of the vehicle when the vehicle's driving condition is the target driving condition. The judgment module 203 is used to determine whether the clutch is engaged based on the engine parameters and transmission parameters. The adjustment module 204 is used to adjust the output torque of the vehicle when the clutch is not engaged.

[0126] In some possible implementations, the determining module 201 is specifically used to determine the driving condition of the vehicle as the target driving condition when the pedal travel of the vehicle's brake pedal is equal to or greater than a first travel threshold and the duration reaches a first preset duration.

[0127] In some possible implementations, the determining module 201 is specifically used to determine the driving condition of the vehicle as the target driving condition when the pedal travel of the accelerator pedal of the vehicle is equal to or greater than the second travel threshold and the duration reaches the second preset duration.

[0128] In some possible implementations, the engine parameters include engine speed and engine torque, and the transmission parameters include transmission input shaft speed and clutch torque. The determination module 203 is specifically used to determine the speed difference between the engine speed and the transmission input shaft speed; determine the torque difference between the engine torque and the clutch torque; and determine whether the clutch is engaged based on the speed difference and the torque difference.

[0129] In some possible implementations, the judgment module 203 is also specifically used to determine that the clutch is not engaged when the speed difference is equal to or greater than the speed threshold and the torque difference is equal to or greater than the torque threshold.

[0130] In some possible implementations, the determination module 203 is also specifically used to determine that the clutch is engaged when the speed difference is less than the speed threshold and / or the torque difference is less than the torque threshold.

[0131] In some possible implementations, the engine parameters include engine speed and engine torque, and the transmission parameters include transmission input shaft speed and clutch torque. The adjustment module 204 is specifically used to determine the speed difference between the engine speed and the transmission input shaft speed; determine the torque difference between the engine torque and the clutch torque; obtain a torque adjustment amplitude from a preset correspondence based on the speed difference and the torque difference; and adjust the output torque in the vehicle based on the torque adjustment amplitude.

[0132] In some possible implementations, the adjustment module 204 is further specifically used to control the current output torque of the vehicle to decrease according to the torque adjustment magnitude to obtain the target output torque of the vehicle; when the vehicle is driving according to the target output torque, the steps of obtaining the engine parameters and transmission parameters of the vehicle and thereafter are executed again until the speed difference is less than the speed threshold, and / or the torque difference is less than the torque threshold.

[0133] It should be noted that the torque adjustment device for vehicles provided in the above embodiments is only illustrated by the division of the above functional modules when adjusting the output torque. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer device can be divided into different functional modules to complete all or part of the functions described above.

[0134] The device embodiments described above are merely illustrative. For example, the division of modules or units is only a logical functional division. In actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0135] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle torque adjustment method provided in the above embodiments.

[0136] Furthermore, the vehicle torque adjustment device and the vehicle torque adjustment method provided in the above embodiments belong to the same concept, and their specific implementation process can be found in the method embodiments, which will not be repeated here. It should be understood that the device provided in this embodiment is used to execute the above-described vehicle torque adjustment method, and therefore can achieve the same effect as the above-described implementation method.

[0137] This application also protects an electronic device that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle torque adjustment method provided in this application.

[0138] This application also protects a vehicle that may include the aforementioned electronic equipment. For example... Figure 4 As shown, Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0139] For example, such as Figure 4 As shown, the vehicle 300 includes a memory 301 and a processor 302. The memory 301 stores executable program code 303, and the processor 302 is used to call and execute the executable program code 303 to perform a torque adjustment method for the vehicle.

[0140] Those skilled in the art will understand that Figure 4 This is merely an example of vehicle 300 and does not constitute a limitation on vehicle 300. It may include more or fewer components than shown, or combine certain components, or different components. For example, vehicle 300 may also include input / output devices, network access devices, buses, etc.

[0141] The processor 302 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), or field-programmable gate arrays (FPGAs). Programmable Gate Array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor.

[0142] The memory 301 can be an internal storage unit of the vehicle 300, such as a hard drive or RAM. The memory 301 can also be an external storage device of the vehicle 300, such as a plug-in hard drive, smart media card (SMC), secure digital card (SD), flash card, etc., installed on the vehicle 300. Furthermore, the memory 301 can include both internal and external storage units of the vehicle 300. The memory 301 is used to store the computer program and other programs and data required by the terminal device. The memory 301 can also be used to temporarily store data that has been output or will be output.

[0143] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the vehicle torque adjustment method provided in the above embodiment.

[0144] The computer-readable storage medium can be volatile memory or non-volatile memory. The non-volatile memory can be read-only memory (ROM). Volatile memory can be ROM, programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. It can also be random access memory (RAM) used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), and enhanced synchronous dynamic random access memory.

[0145] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle torque adjustment method provided in the above embodiment.

[0146] In this embodiment, the apparatus, electronic device, computer-readable storage medium, computer program product or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0147] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for adjusting the torque of a vehicle, characterized in that, The method includes: When the vehicle is in the target driving mode, the driving conditions of the vehicle are determined. The target driving mode is the driving mode in which the clutch in the vehicle needs to be in the closed state. When the vehicle's driving condition is the target driving condition, obtain the vehicle's engine parameters and transmission parameters; Based on the engine parameters and transmission parameters, determine whether the clutch is engaged; Adjust the vehicle's output torque when the clutch is not engaged.

2. The method according to claim 1, characterized in that, Determining the driving conditions of the vehicle includes: When the pedal travel of the vehicle's brake pedal is equal to or greater than a first travel threshold and the duration reaches a first preset duration, the vehicle's driving condition is determined to be the target driving condition.

3. The method according to claim 1, characterized in that, The steps for determining that the vehicle is in the target driving condition include: When the pedal travel of the accelerator pedal of the vehicle is equal to or greater than the second travel threshold and the duration reaches the second preset duration, the driving condition of the vehicle is determined to be the target driving condition.

4. The method according to claim 1, characterized in that, The engine parameters include: engine speed and engine torque; the transmission parameters include: transmission input shaft speed and clutch torque. The step of determining whether the clutch is engaged based on the engine parameters and transmission parameters includes: Determine the speed difference between the engine speed and the transmission input shaft speed; Determine the torque difference between the engine torque and the clutch torque; Based on the speed difference and the torque difference, it is determined whether the clutch is engaged.

5. The method according to claim 4, characterized in that, The step of determining whether the clutch is engaged based on the speed difference and the torque difference includes: When the speed difference is equal to or greater than the speed threshold and the torque difference is equal to or greater than the torque threshold, it is determined that the clutch is not engaged.

6. The method according to claim 4, characterized in that, The step of determining whether the clutch is engaged based on the speed difference and the torque difference includes: When the speed difference is less than a speed threshold and / or the torque difference is less than a torque threshold, it is determined that the clutch is engaged.

7. The method according to any one of claims 1 to 6, characterized in that, The engine parameters include: engine speed and engine torque; the transmission parameters include: transmission input shaft speed and clutch torque. Adjusting the output torque of the vehicle includes: Determine the speed difference between the engine speed and the transmission input shaft speed; Determine the torque difference between the engine torque and the clutch torque; Based on the speed difference and the torque difference, the torque adjustment amplitude is obtained from a preset correspondence. The output torque of the vehicle is adjusted based on the torque adjustment amplitude.

8. The method according to claim 7, characterized in that, The step of adjusting the vehicle's output torque based on the torque adjustment amplitude includes: The target output torque of the vehicle is obtained by controlling the current output torque of the vehicle to decrease according to the torque adjustment magnitude. When the vehicle is traveling at the target output torque, the steps of obtaining the engine parameters and transmission parameters of the vehicle and thereafter are performed again until the speed difference is less than the speed threshold and / or the torque difference is less than the torque threshold.

9. An electronic device, characterized in that, The electronic device includes: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 9.

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