Engine torque reduction demand amount determination method and apparatus, electronic device, and storage medium

Abstract

An engine torque reduction demand amount determination method and apparatus, an electronic device, and a storage medium. The method comprises: on the basis of wheel speed information of wheels of a target vehicle, determining a vehicle traveling state corresponding to the target vehicle; when the target vehicle is in a vehicle skidding state and power upshift is carried out, on the basis of at least one piece of vehicle operation information of the target vehicle, determining an engine torque reduction demand amount to be used corresponding to the target vehicle; determining clutch protection torque of the target vehicle on the basis of at least one torque testing result corresponding to the target vehicle; and on the basis of said engine torque reduction demand amount and the clutch protection torque, determining a target engine torque reduction demand amount corresponding to the target vehicle.

Description

Method, device, electronic device and storage medium for determining engine torque reduction demand

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on June 16, 2023, with application number 202310721069.2, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of vehicle control technology, for example, to a method, device, electronic device and storage medium for determining engine torque reduction demand. Background Art

[0003] For vehicles equipped with hydromechanical automatic transmissions, the shift quality needs to be calibrated to ensure smooth shifting. As the most commonly used and important type of shifting, the shift quality of power upshift is particularly important.

[0004] Typically, power upshift shift quality calibration and verification are performed on high-adhesion road conditions. However, when a vehicle is performing a power upshift on low-adhesion road conditions, especially when performing a low-gear upshift with high throttle, the vehicle often slips. In this case, the Electronic Stability Program (ESP) will intervene with torque reduction, and the road's driving resistance also reduces the engine load. The power upshift engine torque reduction and speed regulation shift quality calibration data originally calibrated and verified on high-adhesion road conditions will no longer be applicable. This can lead to uneven power upshifts and excessive clutch wear when the vehicle is performing a power upshift on slippery low-adhesion road conditions.

[0005] In order to solve the above problems, it is necessary to improve the method for determining the engine torque reduction requirement of the vehicle.

[0006] Summary of the Invention

[0007] The present application provides a method, device, electronic device and storage medium for determining the engine torque reduction requirement to solve the problem of inaccurate calculation of the engine torque reduction requirement when a vehicle is in a slippery state on a low-adhesion road surface and performs power upshifting, which in turn leads to an uneven power upshift process and poor clutch durability.

[0008] In a first aspect, an embodiment of the present application provides a method for determining an engine torque reduction requirement, comprising:

[0009] Determining a vehicle driving state corresponding to the target vehicle according to wheel speed information of the target vehicle; wherein the vehicle driving state includes a vehicle slipping state or a vehicle non-slipping state;

[0010] When the target vehicle is in the vehicle slipping state and performing a power upshift, determining a torque reduction demand of the engine to be used corresponding to the target vehicle according to at least one vehicle operation information of the target vehicle;

[0011] Determining a clutch protection torque of the target vehicle according to at least one torque test result corresponding to the target vehicle; wherein the torque test result is a clutch protection torque test result corresponding to the vehicle clutch;

[0012] A target engine torque reduction demand corresponding to the target vehicle is determined according to the to-be-used engine torque reduction demand and the clutch protection torque.

[0013] In a second aspect, an embodiment of the present application further provides a device for determining an engine torque reduction requirement, comprising:

[0014] A driving state determination module is configured to determine a vehicle driving state corresponding to the target vehicle according to wheel speed information of the target vehicle; wherein the vehicle driving state includes a vehicle slipping state or a vehicle non-slipping state;

[0015] a module for determining a torque reduction demand to be used, configured to determine a torque reduction demand to be used corresponding to the target vehicle based on at least one vehicle operation information of the target vehicle when the target vehicle is in the vehicle slipping state and performing a power upshift;

[0016] a protection torque determination module, configured to determine a clutch protection torque of the target vehicle based on at least one torque test result corresponding to the target vehicle; wherein the torque test result is a clutch protection torque test result corresponding to the vehicle clutch;

[0017] The target torque reduction requirement determination module is configured to determine a target engine torque reduction requirement corresponding to the target vehicle according to the engine torque reduction requirement to be used and the clutch protection torque.

[0018] In a third aspect, an embodiment of the present application further provides an electronic device, including:

[0019] at least one processor; and

[0020] a memory communicatively connected to the at least one processor; wherein,

[0021] The memory stores a computer program that can be executed by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the method for determining the engine torque reduction demand described in any embodiment of the present application.

[0022] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the method for determining the engine torque reduction demand described in any embodiment of the present application when executed. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] FIG1 is a flow chart of a method for determining engine torque reduction demand according to a first embodiment of the present application;

[0024] FIG2 is a schematic diagram of a target vehicle performing a power upshift according to the first embodiment of the present application;

[0025] 3 is a flow chart of determining the activation state of the clutch protection torque control strategy provided in the first embodiment of the present application;

[0026] FIG4 is a flow chart of a method for determining engine torque reduction demand according to a second embodiment of the present application;

[0027] 5 is a schematic diagram of non-transmission intervention in engine torque during a power upshift of a target vehicle according to a second embodiment of the present application;

[0028] FIG6 is a schematic structural diagram of a device for determining engine torque reduction demand according to a third embodiment of the present application;

[0029] FIG7 is a schematic diagram of the structure of an electronic device for implementing the method for determining the engine torque reduction requirement according to an embodiment of the present application. DETAILED DESCRIPTION

[0030] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of this application.

[0031] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, such that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0032] Example 1

[0033] Figure 1 is a flow chart of a method for determining an engine torque reduction demand provided in a first embodiment of the present application. This embodiment can be used to accurately calculate the engine torque reduction demand of a vehicle that is performing a power upshift in a slipping state on a low-adhesion road surface, so as to ensure the smoothness of the vehicle's power upshift process and the durability of the vehicle's clutch. The method can be executed by an engine torque reduction demand determination device, which can be implemented in the form of hardware and / or software. The engine torque reduction demand determination device can be configured in a computing device that can execute the engine torque reduction demand determination method.

[0034] As shown in FIG1 , the method includes:

[0035] S110: Determine a vehicle driving state corresponding to the target vehicle according to wheel speed information of the target vehicle.

[0036] In this technical solution, the target vehicle is a vehicle equipped with a hydromechanical automatic transmission traveling on a low-adhesion road surface. The low-adhesion road surface may be icy, snowy, or other surfaces with low friction resistance. For example, if the target vehicle has four wheels, the wheel speed information refers to the speeds of each of the four wheels. The vehicle's driving state can include either a slipping state or a non-slipping state.

[0037] When a target vehicle is traveling on low-adhesion roads, wheel slip often occurs during power upshifts, especially during high-throttle, low-gear upshifts, due to the low adhesion of these surfaces. In these situations, the Electronic Stability Program (ESP) intervenes with torque reduction, and the road's resistance reduces the engine load. This makes the shift quality calibration data for power upshifts, previously successfully calibrated and validated for high-adhesion road conditions, no longer applicable, resulting in an uneven power upshift. Furthermore, during power upshifts, when the target vehicle transitions from a slipping state to a non-slipping state under the torque reduction control of the ESP and Transmission Control Unit (TCU), the drive wheels exit their slipping state, causing a sharp drop in vehicle speed. Correspondingly, the output shaft speed of the hydromechanical automatic transmission will also drop rapidly, causing the target speed of the torque converter turbine to drop rapidly during the power upshift process. Compared with the same power upshift condition on high-adhesion roads without vehicle slippage, the range of change of the target speed of the torque converter turbine under this condition is much larger, resulting in a longer time for the engine torque reduction and speed regulation stage. During this process, since the clutch is always in a slipping state, and the heat capacity of the gear clutch of the hydromechanical automatic transmission is relatively small, long-term slipping is extremely detrimental to the durability of the clutch and can easily cause clutch burning.

[0038] Based on this, this technical solution provides the target vehicle with accurate engine torque reduction requirements when the target vehicle is in a slippery state on low-adhesion road conditions and performs power upshifts, so that the target vehicle can be smoother when performing power upshifts according to the engine torque reduction requirements, while ensuring the durability of the target vehicle's clutch.

[0039] To better understand this technical solution, a brief introduction to power upshifting is provided here. Power upshifting occurs when the driver accelerates the vehicle by pressing the accelerator pedal. The engine torque reduction and speed regulation phase is the third shifting stage of power upshifting. In addition to this phase, power upshifting also includes the clutch oil filling phase (the first shifting phase) and the power switching phase (the second shifting phase), as shown in Figure 2.

[0040] Exemplarily, when the target vehicle is in a low-adhesion road condition, the vehicle driving state corresponding to the target vehicle is determined based on the wheel speed information of the target vehicle's wheels, including: determining the vehicle slip rate corresponding to the target vehicle based on the wheel speed information of the target vehicle; if the vehicle slip rate is greater than the slip rate threshold, determining that the vehicle driving state is a vehicle slip state; if the vehicle slip rate is less than or equal to the slip rate threshold, determining that the vehicle driving state is a vehicle non-slip state.

[0041] The vehicle slip ratio A can be used to characterize the target vehicle's degree of slip. A higher slip ratio indicates more severe slip. It should be understood that when a target vehicle is traveling on a low-adhesion road, the wheel speeds of each wheel generally vary. The target vehicle's vehicle slip ratio A can be determined based on the wheel speeds of all wheels. The slip ratio threshold refers to the upper limit of the slip ratio when the vehicle is not slipping.

[0042] Exemplarily, the wheel speed information of each wheel of the target vehicle is obtained, and then the vehicle slip rate A corresponding to the target vehicle is determined based on the wheel speed information of each wheel.

[0043] The vehicle slip rate A can be determined by the following formula:

[0044] Among them, A represents the vehicle slip rate, v dl represents the left driving wheel speed of the target vehicle, v dr represents the right driving wheel speed of the target vehicle, v sl represents the left driven wheel speed of the target vehicle, v sr Indicates the right driven wheel speed of the target vehicle.

[0045] Exemplarily, the vehicle slip rate A is compared with the slip rate threshold. If the vehicle slip rate A is greater than the slip rate threshold, the vehicle driving state is determined to be a vehicle slip state; if the vehicle slip rate A is less than or equal to the slip rate threshold, the vehicle driving state is determined to be a vehicle non-slip state.

[0046] S120: When the target vehicle is in a vehicle slipping state and performing a power upshift, determine a torque reduction demand of an engine to be used corresponding to the target vehicle according to at least one vehicle operation information of the target vehicle.

[0047] The vehicle operation information includes at least one of real-time vehicle speed information, target gear information, initial engine torque, torque reduction correction coefficient, torque reduction speed regulation process information, and speed regulation process coefficient. The engine torque reduction demand to be used refers to the engine torque reduction demand determined based on the vehicle operation information. In this technical solution, the engine torque reduction demand to be used can be expressed as T rrb It should be noted that in this technical solution, whether the torque reduction demand of the engine to be used Trrb The target engine torque reduction requirement T for the target vehicle rf It is also related to the activation state of the clutch protection torque control strategy of the target vehicle. Therefore, when the engine torque reduction demand T rrb A judgement is still required.

[0048] The target gear information refers to the gear position of the target vehicle after it shifts. For example, if the target vehicle shifts from 1st gear to 2nd gear, the target gear information is 2nd gear. The initial engine torque refers to the engine torque corresponding to the initial moment the target vehicle enters the engine torque reduction and speed regulation phase, which can be represented by D in this technical solution. Specifically, the initial engine torque D is the engine torque corresponding to the moment the TCU issues a torque reduction request. Referring again to Figure 2 , point C in Figure 2 corresponds to the starting time K of the engine torque reduction and speed regulation phase. It will be understood that different target gears and vehicle speeds during a power upshift correspond to different torque reduction coefficients. The torque reduction coefficient to be used corresponding to the current target gear and vehicle speed can be determined based on a pre-set correspondence table. The torque reduction correction coefficient refers to the correction applied to the initial engine torque reduction after the initial engine torque reduction is obtained, based on the target vehicle's slip level. The torque reduction correction coefficient is the coefficient used to correct the initial engine torque reduction, and its value is always greater than or equal to 1. The torque reduction speed regulation progress information can be understood as the speed regulation progress corresponding to the target vehicle's engine torque reduction speed regulation phase. In this technical solution, it can be represented by G. For example, the torque reduction speed regulation progress at the beginning of the engine torque reduction speed regulation phase is 0%, and the torque reduction speed regulation progress at the end of the engine torque reduction speed regulation phase is 100%. The speed regulation progress coefficients corresponding to different torque reduction speed regulation phases of the target vehicle are different. For example, when the torque reduction speed regulation progress is 0%, the corresponding speed regulation progress coefficient is 1; when the torque reduction speed regulation progress is 100%, the corresponding speed regulation progress coefficient is 0, and so on. In other words, there is a pre-set correspondence between the torque reduction speed regulation progress information and the speed regulation progress coefficient.

[0049] For example, when it is determined based on the vehicle slip rate A that the target vehicle is in a vehicle slip state and is performing a power upshift, at least one vehicle operation information of the target vehicle can be obtained to calculate the engine torque reduction demand T corresponding to the target vehicle based on the at least one vehicle operation information. rrb .

[0050] S130: Determine a clutch protection torque of the target vehicle according to at least one torque test result corresponding to the target vehicle.

[0051] Among them, the torque test result is the clutch protection torque test result corresponding to the vehicle clutch.

[0052] In this technical solution, the clutch protection torque can be determined based on the clutch durability bench test results. In this technical solution, T p For example, the transmission oil temperature ranges from -40°C to 130°C, with each temperature interval being 10°C, for a total of 17 oil temperature intervals. The clutch speed difference ranges from 30 r / min to 300 r / min, with each speed difference interval being 30 r / min, for a total of 9 speed difference intervals. The clutch input torque ranges from 50 N·m to 500 N·m, with each torque interval being 50 N·m, for a total of 9 torque intervals. Under different combinations of transmission oil temperature, clutch speed difference, and clutch input torque, a total of 17 × 9 × 9 = 1377 clutch protection torques can be obtained based on the clutch durability bench test results. These 1377 clutch protection torques are preset in the engine controller unit in the form of a three-dimensional table based on the transmission oil temperature, clutch speed difference, and clutch input torque.

[0053] S140: Determine a target engine torque reduction requirement corresponding to the target vehicle according to the engine torque reduction requirement to be used and the clutch protection torque.

[0054] The target engine torque reduction requirement refers to the engine torque reduction requirement that is finally determined to be the most suitable for the target vehicle at the current moment. In this technical solution, it can be expressed as T rf express.

[0055] In practical applications, determine the engine torque reduction requirement T corresponding to the target vehicle. rrb and clutch protection torque T p After that, it is necessary to reduce the torque requirement T of the engine to be used according to the activation state of the clutch protection torque control strategy of the vehicle clutch. rrb and clutch protection torque T p Determine the target engine torque reduction requirement T rf .

[0056] Optionally, a target engine torque reduction demand corresponding to the target vehicle is determined based on the engine torque reduction demand to be used and the clutch protection torque, including: determining the activation state of the clutch protection torque control strategy corresponding to the vehicle clutch of the target vehicle based on at least one vehicle-related information of the target vehicle; and determining the target engine torque reduction demand corresponding to the target vehicle based on the activation state.

[0057] Among them, the vehicle-related information includes at least one of vehicle slip rate, throttle pedal opening information, engine torque reduction and speed regulation process information, torque converter turbine speed information, clutch slip information and vehicle slip rate change rate information, and the activation status includes an activation-required state or an inactivated state.

[0058] In practical applications, after obtaining at least one vehicle-associated information of the target vehicle, the activation status of the clutch protection torque control strategy of the vehicle clutch can be determined by the following method.

[0059] As shown in Figure 3, when determining the activation status of the clutch protection torque control strategy of the vehicle clutch, first determine whether the vehicle comprehensive slip ratio (i.e., vehicle slip ratio A) is greater than the threshold B (i.e., slip ratio threshold). If so, it is determined that the target vehicle is in a vehicle slip state. Among them, the threshold B can be set comprehensively considering the real vehicle handling stability, drivability, starting performance, etc., and the unit is %.

[0060] Exemplarily, when the vehicle comprehensive slip ratio A is greater than the threshold B, determine whether the throttle pedal opening E of the target vehicle is greater than the threshold F (i.e., throttle pedal opening threshold). If so, it indicates that the throttle pedal has reached a certain opening, which is the throttle pedal opening determination condition for activating the clutch protection torque control strategy. Among them, the threshold F can be set according to the engine torque characteristics and the results of the clutch durability bench test. For example, it can be set to 25%.

[0061] Exemplarily, if the throttle pedal opening E is greater than the threshold F, determine whether the speed regulation process G (i.e., engine torque reduction speed regulation process information) is between 0 and 100%. If so, it indicates that the target vehicle is in the engine torque reduction speed regulation process during power upshift.

[0062] Exemplarily, if 0 < G < 100%, determine whether the hydraulic torque converter turbine speed n T (i.e., hydraulic torque converter turbine speed information) is greater than the threshold H (turbine speed threshold). If so, it indicates that the turbine speed n T has reached a relatively high speed value, which is the turbine speed determination condition for activating the clutch protection torque control strategy. The threshold H can be set in combination with the results of the clutch durability bench test. For example, it can be set to 3500 r / min.

[0063] Exemplarily, if the hydraulic torque converter turbine speed n T > threshold H, determine whether the clutch comprehensive slip amount n △ (i.e., clutch slip information) is greater than the threshold L (i.e., clutch slip threshold). If so, it indicates that the clutch slip amount is too large, which is very不利 to the durability of the clutch. Among them, the threshold L can be set according to the results of the clutch durability bench test, and the unit is r / min.

[0064] Exemplarily, the clutch comprehensive slip amount n △ can be determined by the following formula: n Δ = n T - n o × i p

[0065] Among them, n Δ Indicates the comprehensive slip of the clutch, n T Indicates the speed of the torque converter turbine, n o Indicates the output shaft speed of the hydromechanical automatic transmission, i p Indicates the transmission ratio of the current gear, which is a dimensionless value.

[0066] Among them, n T and n o The unit is r / min.

[0067] For example, if the clutch integrated slip n △ If it is greater than the threshold L, the vehicle slip rate change rate γ is determined A Is it less than threshold J? Threshold J is a negative value expressed in % / s, indicating a rapid decrease in the vehicle's overall slip rate A. This situation, during the engine torque reduction phase of a power upshift in a slipping state, is typically caused by ESP and TCU torque reduction control. Consequently, this situation is detrimental to clutch durability. Threshold J can be set based on a comprehensive consideration of actual vehicle shift quality and clutch durability bench testing results.

[0068] If the vehicle slip rate change rate γ A If the torque is less than the threshold value L, it is determined that the clutch protection torque control strategy of the vehicle clutch needs to be activated.

[0069] On the contrary, if any vehicle-related information of the target vehicles does not meet the corresponding threshold detection condition, it is determined that the clutch protection torque control strategy is not activated.

[0070] On this basis, according to the activation state, the target engine torque reduction requirement T corresponding to the target vehicle is determined. rf , including: if the activation state is the activation state, then according to the torque reduction demand T of the engine to be used rrb and clutch protection torque T p The comparison result of the target vehicle's target engine torque reduction requirement T is determined. rf If the activation state is inactive, the engine torque reduction demand T rrb Determine the target engine torque reduction requirement T rf .

[0071] For example, if the clutch protection torque control strategy is in the activation state, the engine torque reduction demand T rrb and clutch protection torque T p The minimum value is taken as the target engine torque reduction requirement T rfIf the clutch protection torque control strategy is inactive, the engine torque reduction demand T rrb Determine the target engine torque reduction requirement T rf .

[0072] The technical solution of an embodiment of the present application determines the target vehicle's corresponding driving state based on wheel speed information of the target vehicle. In this technical solution, when the target vehicle is traveling on a low-adhesion road, the vehicle slip rate corresponding to the target vehicle is calculated based on the wheel speed of each wheel of the target vehicle. When the vehicle slip rate exceeds a slip rate threshold, the target vehicle is determined to be in a slipping state. When the target vehicle is in a slipping state and a power upshift is performed, the target vehicle's corresponding engine torque reduction requirement is determined based on at least one piece of vehicle operating information of the target vehicle, and the target vehicle's clutch protection torque is determined based on at least one torque test result corresponding to the target vehicle. In this technical solution, the target engine torque reduction requirement is calculated based on the vehicle operating information, and the clutch protection torque is obtained based on the clutch durability bench test results. Furthermore, the activation state of the clutch protection torque control strategy for the vehicle clutch in the target vehicle must be determined, and the target engine torque reduction requirement is determined based on the activation state from the target engine torque reduction requirement and the clutch protection torque. On this basis, a target engine torque reduction demand corresponding to the target vehicle is determined based on the engine torque reduction demand to be used and the clutch protection torque. When the activation state is the activation-required state, the smaller of the engine torque reduction demand to be used and the clutch protection torque is used as the target engine torque reduction demand. When the activation state is the inactive state, the engine torque reduction demand to be used is determined as the target engine torque reduction demand. This solves the problem that the engine torque reduction demand determined by the power upshift torque reduction control strategy in the related art during a power upshift on a high-adhesion road surface is not applicable to the engine torque reduction demand corresponding to the same power upshift on a slippery low-adhesion road surface. This leads to inaccurate calculation of the engine torque reduction demand during a power upshift on a slippery low-adhesion road surface, which in turn causes an uneven power upshift process and poor clutch durability. This achieves the effect of accurately calculating the engine torque reduction demand during a power upshift on a slippery low-adhesion road surface, thereby ensuring a smooth power upshift process and the durability of the vehicle's clutch.

[0073] Example 2

[0074] Figure 4 is a flowchart of a method for determining an engine torque reduction demand provided in Example 2 of the present application. Optionally, the method for determining the engine torque reduction demand to be used corresponding to the target vehicle based on at least one vehicle operation information of the target vehicle is refined.

[0075] As shown in FIG4 , the method includes:

[0076] S210: Determine a vehicle driving state corresponding to the target vehicle according to wheel speed information of the target vehicle.

[0077] S220: Obtain at least one piece of vehicle operation information of the target vehicle at the current moment, and a first mapping table corresponding to the target vehicle.

[0078] The vehicle operation information includes at least one of real-time vehicle speed information, target gear information, initial engine torque, a torque reduction correction coefficient, torque reduction speed regulation progress information, and a speed regulation progress coefficient. The first mapping table records at least one vehicle speed-target gear combination, and a corresponding relationship between the vehicle speed-target gear combination and the torque reduction coefficient.

[0079] The first mapping table is shown in Table 1:

[0080] Table 1 First mapping table

[0081] Among them, the torque reduction coefficient a in Table 1 ij (i=1,2,……,7;j=1,2,……,7)are all values ​​within the range of 0~1. For example, it can be calibrated based on the performance of the target vehicle's power upshift quality and engine torque reduction speed regulation phase when the vehicle is in a slipping state. Generally speaking, the calibration principle is: under the same target gear, the higher the real-time vehicle speed, the lower the torque reduction coefficient a. ij (i=1,2,……,7;j=1,2,……,7) should be larger to ensure the shift quality while shortening the engine torque reduction and speed regulation phase as much as possible, which is beneficial to ensure the durability of the clutch. At the same real-time vehicle speed, the lower the target gear, the larger the corresponding target gear transmission ratio, and the torque reduction coefficient a ij (i=1,2,……,7;j=1,2,……,7) should be larger to ensure the shift quality and shorten the engine torque reduction and speed regulation phase time as much as possible, which is beneficial to ensure the durability of the clutch. Correspondingly, the higher the target gear, the smaller the corresponding target gear transmission ratio. The torque reduction coefficient a ij (i=1,2,……,7;j=1,2,……,7) should be smaller.

[0082] S230: Determine a torque reduction requirement of an engine to be used corresponding to the target vehicle based on at least one vehicle operation information and a first mapping table.

[0083] In actual application, the required torque reduction of the engine to be used, T, can be obtained based on the real-time vehicle speed information, target gear information and initial engine torque D. rrbThe real-time vehicle speed information refers to the real-time speed of the target vehicle during a power upshift, which can be calculated by ESP based on the wheel speeds of the driving and driven wheels. The target gear information refers to the target gear during a power upshift. For example, if the power upshift is from 1st gear to 2nd gear, 2nd gear is the target gear. The initial engine torque D refers to the engine torque at the beginning of the engine's torque reduction and speed regulation phase.

[0084] Optionally, based on at least one vehicle operating information and a first mapping table, the torque reduction demand of the engine to be used corresponding to the target vehicle is determined, including: determining the torque reduction coefficient to be used corresponding to the target vehicle under the real-time vehicle speed information and the target gear information based on the first mapping table; determining the initial engine torque corresponding to the target vehicle at the target time, and obtaining the initial engine torque reduction amount based on the product of the initial engine torque and the torque reduction coefficient to be used; performing a torque reduction correction on the initial engine torque reduction amount to obtain the torque reduction demand of the engine to be used corresponding to the target vehicle.

[0085] The torque reduction coefficient to be used refers to the torque reduction coefficient corresponding to the target vehicle at the current moment. The target moment refers to the moment when the target vehicle enters the engine torque reduction speed regulation phase.

[0086] For example, the corresponding torque reduction coefficient to be used can be found in the first mapping table according to the real-time vehicle speed information and the target gear information. For example, if the real-time vehicle speed information is 40km / h and the target gear information is 4th gear, the torque reduction coefficient to be used can be determined as a through the first mapping table. 33 .

[0087] For example, the initial engine torque reduction amount T can be obtained according to the product of the initial engine torque D and the torque reduction coefficient to be used. rb .

[0088] Initial engine torque reduction T rb It can be determined according to the following formula: rb =D*a ij (i=1,2......,7; j=1,2......,7)

[0089] Among them, T rb represents the initial engine torque reduction, D represents the initial engine torque, a ij (i=1,2,……,7; j=1,2,……,7) represents the torque reduction coefficient to be used.

[0090] Exemplarily, the initial engine torque reduction amount is corrected to obtain the engine torque reduction demand to be used corresponding to the target vehicle, including: determining the correction coefficient to be used corresponding to the target vehicle according to the vehicle slip rate corresponding to the target vehicle; obtaining a first corrected torque reduction amount according to the product of the correction coefficient to be used and the initial engine torque reduction amount; performing a secondary correction on the first corrected torque reduction amount to obtain a second corrected torque reduction amount, and determining the engine torque reduction demand to be used corresponding to the target vehicle based on the second corrected torque reduction amount.

[0091] The correction coefficient to be used refers to the correction coefficient preset corresponding to the vehicle slip rate, which is used to obtain the initial engine torque reduction T rb The first torque reduction correction is performed based on the initial engine torque reduction T. In this technical solution, β can be used to represent the correction coefficient to be used. The first correction torque reduction can be understood as the initial engine torque reduction T rb The engine torque reduction amount obtained after the first torque reduction correction can be expressed as T in this technical solution. rc The second modified torque reduction amount T rp The first modified torque reduction T rc The engine torque reduction amount obtained after the secondary correction. rb After two torque reduction corrections, combined with non-transmission intervention engine torque T um , we can get the torque reduction requirement T of the engine to be used rrb .

[0092] For example, when determining the correction coefficient to be used corresponding to the vehicle slip rate, a query can be made through Table 2, which records the correspondence between at least one vehicle slip rate and the corresponding correction coefficient to be used. Table 2 is as follows:

[0093] Table 2 Correspondence between vehicle slip rate and correction coefficient

[0094] Among them, the correction coefficient β i (i=1,2,……,7) are all values ​​greater than or equal to 1.

[0095] For example, the correction factor β i It can be calibrated based on the target vehicle's power upshift quality and engine torque reduction speed regulation time in the vehicle slip state. Generally speaking, the calibration rule is: the greater the vehicle slip rate, the correction coefficient β i (i=1,2,……,7) should be larger to increase the engine torque reduction and achieve rapid reduction of engine speed. While ensuring the shifting quality, the engine torque reduction and speed regulation stage time can be shortened as much as possible, which is beneficial to ensuring the durability of the clutch.

[0096] After determining the vehicle slip ratio, the correction coefficient to be used corresponding to the vehicle slip ratio can be determined according to the corresponding relationship in Table 2. Based on this, according to the correction coefficient β i (i = 1, 2, ……, 7) and the initial engine torque reduction amount T rb The product of can obtain the first corrected torque reduction amount T rc .

[0097] Exemplarily, the first corrected torque reduction amount T rc can be determined based on the following formula: T rc = T rb *β i (i = 1, 2,......, 7)

[0098] where, T rc represents the first corrected torque reduction amount, T rb represents the initial engine torque reduction amount, β i (i = 1, 2, ……, 7) represents the correction coefficient to be used.

[0099] Exemplarily, the first corrected torque reduction amount T rc is secondarily corrected to obtain the second corrected torque reduction amount, and the engine torque reduction demand to be used corresponding to the target vehicle is determined based on the second corrected torque reduction amount, including: determining the speed regulation process coefficient corresponding to the target vehicle according to the torque reduction speed regulation process information; obtaining the second corrected torque reduction amount based on the product of the speed regulation process coefficient and the first corrected torque reduction amount; obtaining the engine torque reduction demand to be used according to the difference between the non-transmission-intervened engine torque and the second corrected torque reduction amount.

[0100] where, the torque reduction speed regulation process information G is used to characterize the progress of the engine torque reduction speed regulation stage during the power upshift process. The non-transmission-intervened engine torque refers to the engine torque of the target vehicle without responding to the torque request issued by the automatic transmission control unit.

[0101] In this technical solution, the torque reduction speed regulation process information G can be calculated by the TCU, and its range is 0 to 100%. When G = 0, it characterizes that the target vehicle is exactly at the initial moment of the power upshift torque reduction speed regulation stage or not in the power upshift engine torque reduction speed regulation stage. When G = 100%, it characterizes that the target vehicle is exactly at the completion moment of the power upshift engine torque reduction speed regulation stage. When 0 < G < 100%, it characterizes that the target vehicle is in the power upshift engine torque reduction speed regulation process.

[0102] Exemplarily, the speed regulation process coefficient γ p is obtained according to the torque reduction speed regulation process information G p , as shown in Table 3, and Table 3 is the corresponding relationship table between the torque reduction speed regulation process information G and the speed regulation process coefficient γ

[0103] Table 3 Correspondence between torque reduction speed regulation process information and speed regulation process coefficient

[0104] Among them, the speed control process coefficient γ pk The range of (k=1,2,……,6) is 0~1, which is used to ensure the accurate entry and exit of the engine torque reduction and speed regulation process.

[0105] At the initial moment of the power upshift engine torque reduction speed regulation phase, refer again to FIG. 2 , point K in FIG. 2 , that is, when the torque reduction speed regulation process information G=0, the speed regulation process coefficient γ p It should be 1 to obtain a larger engine torque reduction, so that the target vehicle can achieve rapid engine torque reduction speed regulation in the early stage of power upshift engine torque reduction speed regulation. Therefore, the corresponding speed regulation process coefficient γ p1 = 1. At the completion moment of the power upshift engine torque reduction speed regulation phase, refer again to FIG2 , point Q in FIG2 , that is, when the torque reduction speed regulation process information G = 100%, the speed regulation process coefficient γ p Should be 0 to achieve the precise exit of the transmission torque reduction request when the power upshift engine torque reduction speed regulation phase is completed. The exit time point of the transmission torque reduction request is shown as point R in Figure 2. Therefore, γ p6 = 0, point Q in Figure 2 corresponds exactly to point R. p2 ~γ p5 It can be calibrated based on the target vehicle's power upshift quality and the engine's torque reduction and speed regulation stage time, but the overall trend should be gradually decreasing.

[0106] For example, based on the speed control process coefficient γ pk (k=1,2,……,6) and the first modified torque reduction amount T rc The product of the second modified torque reduction T rp .

[0107] The second corrected torque reduction T rp It can be determined according to the following formula: rp =T rc *γ pk (k=1,2,......,6)

[0108] Among them, T rp Indicates the second corrected torque reduction, T rc represents the first corrected torque reduction, γ pk (k=1,2,……,6) represents the speed regulation process coefficient.

[0109] On this basis, the non-transmission intervention engine torque T of the target vehicle is um and the second corrected torque reduction amount T rpThe difference between the two values ​​can be used to obtain the target vehicle's corresponding engine torque reduction requirement T. rrb .

[0110] For example, the engine torque reduction requirement T rrb It can be determined based on the following formula: rrb =T um -T rp

[0111] Among them, T rrb Indicates the torque reduction requirement of the engine to be used, T um represents the non-transmission intervention engine torque, T rp Indicates the second corrected torque reduction amount.

[0112] In actual application, as shown in Figure 5, the non-transmission intervention engine torque T um Refers to the target vehicle's engine torque when it does not respond to the torque request from the automatic transmission control unit. Therefore, for power upshift, when there is no transmission torque reduction request, the non-transmission intervention engine torque T um In the engine torque reduction and speed regulation stage, the TCU will issue a torque reduction request. At this time, the engine torque will decrease in response to the transmission torque reduction request. The non-transmission intervention engine torque T um The transmission torque reduction request will not be responded to, and its value is still the engine torque determined by real-time vehicle condition parameters such as accelerator pedal opening, engine speed, engine accessory torque loss, etc., that is, the non-transmission intervention engine torque T during the power upshift engine torque reduction speed regulation stage. um Equal to the engine torque if the engine did not respond to the transmission torque request during this phase.

[0113] S240: Determine a clutch protection torque of the target vehicle according to at least one torque test result corresponding to the target vehicle.

[0114] S250: Determine a target engine torque reduction requirement corresponding to the target vehicle according to the engine torque reduction requirement to be used and the clutch protection torque.

[0115] The technical solution of the embodiment of the present application determines the vehicle driving state corresponding to the target vehicle based on wheel speed information of the target vehicle; when the target vehicle is in a slipping state and performing a power upshift, determines the target vehicle's corresponding engine torque reduction requirement based on at least one vehicle operating information of the target vehicle; determines the target vehicle's clutch protection torque based on at least one torque test result corresponding to the target vehicle; and determines the target engine torque reduction requirement corresponding to the target vehicle based on the engine torque reduction requirement and the clutch protection torque. This solves the problem that the engine torque reduction requirement determined by the power upshift torque reduction control strategy in the related art during a power upshift on a high-adhesion road is not applicable to the engine torque reduction requirement corresponding to the same power upshift on a slipping low-adhesion road, resulting in inaccurate calculation of the engine torque reduction requirement during a power upshift on a slipping low-adhesion road, which in turn leads to an uneven power upshift process and poor clutch durability. The system accurately calculates the engine torque reduction requirement when the vehicle is in a slippery state on a low-adhesion road and performs power upshifts, thereby ensuring the smoothness of the vehicle's power upshift process and the durability of the vehicle's clutch.

[0116] Example 3

[0117] Figure 6 is a schematic diagram of the structure of a device for determining an engine torque reduction requirement according to a third embodiment of the present application. As shown in Figure 6 , the device includes a driving state determination module 310 , a to-be-used torque reduction requirement determination module 320 , a protection torque determination module 330 , and a target torque reduction requirement determination module 340 .

[0118] The driving state determining module 310 is configured to determine the driving state of the target vehicle according to the wheel speed information of the target vehicle; wherein the vehicle driving state includes a vehicle slipping state or a vehicle non-slipping state;

[0119] The module 320 for determining the required torque reduction to be used is configured to determine the required engine torque reduction to be used corresponding to the target vehicle based on at least one piece of vehicle operating information of the target vehicle when the target vehicle is in a vehicle slipping state and performing a power upshift;

[0120] The protection torque determination module 330 is configured to determine the clutch protection torque of the target vehicle based on at least one torque test result corresponding to the target vehicle, wherein the torque test result is a clutch protection torque test result corresponding to the vehicle clutch;

[0121] The target torque reduction requirement determination module 340 is configured to determine a target engine torque reduction requirement corresponding to a target vehicle according to the engine torque reduction requirement to be used and the clutch protection torque.

[0122] The technical solution of the embodiment of the present application determines the vehicle driving state corresponding to the target vehicle based on wheel speed information of the target vehicle; when the target vehicle is in a slipping state and performing a power upshift, determines the target vehicle's corresponding engine torque reduction requirement based on at least one vehicle operating information of the target vehicle; determines the target vehicle's clutch protection torque based on at least one torque test result corresponding to the target vehicle; and determines the target engine torque reduction requirement corresponding to the target vehicle based on the engine torque reduction requirement and the clutch protection torque. This solves the problem that the engine torque reduction requirement determined by the power upshift torque reduction control strategy in the related art during a power upshift on a high-adhesion road is not applicable to the engine torque reduction requirement corresponding to the same power upshift on a slipping low-adhesion road, resulting in inaccurate calculation of the engine torque reduction requirement during a power upshift on a slipping low-adhesion road, which in turn leads to an uneven power upshift process and poor clutch durability. The system accurately calculates the engine torque reduction requirement when the vehicle is in a slippery state on a low-adhesion road and performs power upshifts, thereby ensuring the smoothness of the vehicle's power upshift process and the durability of the vehicle's clutch.

[0123] Optionally, the driving state determination module includes: a slip rate determination submodule, configured to determine a vehicle slip rate corresponding to the target vehicle based on wheel speed information of the target vehicle;

[0124] a first state determination submodule configured to determine that the vehicle driving state is a vehicle slip state if the vehicle slip rate is greater than a slip rate threshold;

[0125] The second state determination submodule is configured to determine that the vehicle driving state is a non-slip state if the vehicle slip rate is less than or equal to a slip rate threshold.

[0126] Optionally, the module for determining the torque reduction demand to be used includes: an information determination submodule configured to obtain at least one vehicle operating information of a target vehicle at a current moment, and a first mapping table corresponding to the target vehicle; wherein the vehicle operating information includes at least one of real-time vehicle speed information, target gear information, initial engine torque, a torque reduction correction coefficient, torque reduction speed regulation process information, and a speed regulation process coefficient; and the first mapping table records at least one set of vehicle speed-target gear combinations, and a corresponding relationship between the at least one set of vehicle speed-target gear combinations and the torque reduction coefficient.

[0127] The submodule for determining the torque reduction requirement to be used is configured to determine the engine torque reduction requirement to be used corresponding to the target vehicle based on at least one vehicle operation information and a first mapping table.

[0128] Optionally, the torque reduction demand determination submodule includes: a torque reduction coefficient determination unit configured to determine the torque reduction coefficient to be used corresponding to the target vehicle under the real-time vehicle speed information and the target gear information based on the first mapping table;

[0129] an initial torque reduction amount determination unit configured to determine an initial engine torque corresponding to a target vehicle at a target time, and to obtain an initial engine torque reduction amount based on the product of the initial engine torque and a torque reduction coefficient to be used; wherein the target time is the time when the target vehicle enters the engine torque reduction speed regulation phase;

[0130] The to-be-used torque reduction demand determination unit is configured to perform torque reduction correction on the initial engine torque reduction amount to obtain the to-be-used engine torque reduction demand corresponding to the target vehicle.

[0131] Optionally, the torque reduction demand determination unit to be used includes: a correction coefficient determination subunit, configured to determine the correction coefficient to be used corresponding to the target vehicle according to the vehicle slip rate corresponding to the target vehicle;

[0132] A first modified torque reduction determination subunit is configured to obtain a first modified torque reduction according to a product of a correction coefficient to be used and an initial engine torque reduction;

[0133] The torque reduction requirement determination subunit is configured to perform a secondary correction on the first corrected torque reduction to obtain a second corrected torque reduction, and determine the engine torque reduction requirement corresponding to the target vehicle based on the second corrected torque reduction.

[0134] Optionally, a subunit for determining the torque reduction demand to be used is configured to determine a speed regulation process coefficient corresponding to the target vehicle based on the torque reduction speed regulation process information; obtain a second corrected torque reduction amount based on the product of the speed regulation process coefficient and the first corrected torque reduction amount; and obtain the engine torque reduction demand to be used based on the difference between the non-transmission intervention engine torque and the second corrected torque reduction amount; wherein the non-transmission intervention engine torque refers to the engine torque of the target vehicle when it does not respond to the torque request issued by the automatic transmission control unit.

[0135] Optionally, the target torque reduction demand determination module includes: an activation state determination submodule configured to determine an activation state of a clutch protection torque control strategy corresponding to a vehicle clutch of the target vehicle based on at least one vehicle-related information of the target vehicle; wherein the vehicle-related information includes at least one of a vehicle slip rate, accelerator pedal opening information, engine torque reduction speed regulation process information, torque converter turbine speed information, clutch slip information, and vehicle slip rate change rate information; and the activation state includes an activation-required state or an inactive state;

[0136] The target torque reduction demand determination submodule is configured to determine the target engine torque reduction demand corresponding to the target vehicle according to the activation state.

[0137] Optionally, the target torque reduction requirement determination submodule includes: a first target torque reduction requirement determination unit configured to determine a target engine torque reduction requirement of the target vehicle based on a comparison result of the engine torque reduction requirement to be used and the clutch protection torque if the activation state is the activation-required state;

[0138] The second target torque reduction demand determination unit is configured to determine the torque reduction demand of the engine to be used as the target engine torque reduction demand if the activation state is the inactivation state.

[0139] The engine torque reduction demand determination device provided in the embodiment of the present application can execute the engine torque reduction demand determination method provided in any embodiment of the present application, and has a functional module corresponding to the execution method.

[0140] Example 4

[0141] FIG7 shows a schematic diagram of the structure of an electronic device 10 of an embodiment of the present application. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein and the connections and relationships therebetween, as well as their functions, are merely examples and are not intended to limit the implementation of the present application described and / or required herein.

[0142] As shown in FIG7 , the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 and a random access memory (RAM) 13, that is communicatively connected to the at least one processor 11. The memory stores a computer program that can be executed by the at least one processor, and the processor 11 can perform various appropriate actions and processes according to the computer program stored in the ROM 12 or the computer program loaded from the storage unit 18 into the RAM 13. Various programs and data required for the operation of the electronic device 10 can also be stored in the RAM 13. The processor 11, ROM 12, and RAM 13 are connected to each other via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0143] Multiple components in the electronic device 10 are connected to the I / O interface 15, including an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a magnetic disk, an optical disk, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0144] The processor 11 can be any general-purpose and / or specialized processing component with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any other suitable processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as the method for determining the engine torque reduction requirement.

[0145] In some embodiments, the method for determining the engine torque reduction requirement can be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the method for determining the engine torque reduction requirement described above can be performed. Alternatively, in other embodiments, processor 11 can be configured to execute the method for determining the engine torque reduction requirement via any other suitable means (e.g., via firmware).

[0146] Various embodiments of the systems and techniques described herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard parts (ASSPs), system on chips (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include being implemented in one or more computer programs that are executable and / or interpreted on a programmable system that includes at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0147] Computer programs for implementing the engine torque reduction demand determination method of the present application can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when executed by the processor, the functions / operations specified in the flowcharts and / or block diagrams are implemented. The computer programs can be executed entirely on the machine, partially on the machine, as a standalone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0148] In the context of the present application, a computer-readable storage medium can be a tangible medium that can contain or store a computer program for use by or in combination with an instruction execution system, device or equipment. A computer-readable storage medium can include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared or semiconductor system, device or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium can be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memories (RAMs), read-only memories (ROMs), erasable programmable read-only memories (EPROMs or flash memories), optical fibers, portable compact disc read-only memories (CD-ROMs), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0149] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (Cathode Ray Tube) or LCD (Liquid Crystal Display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0150] The systems and techniques described herein can be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with embodiments of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0151] A computing system may include a client and a server. The client and server are generally remote from each other and typically interact via a communication network. This client-server relationship is established by computer programs running on the respective computers, creating a client-server relationship. The server may be a cloud server, also known as a cloud computing server or cloud host, a host product within a cloud computing service ecosystem that addresses the management difficulties and limited scalability of traditional physical hosts and virtual private server (VPS) services.

[0152] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in this application can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of this application can be achieved. This is not limited herein.

[0153] The above specific embodiments do not constitute a limitation on the scope of protection of this application. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application shall be included within the scope of protection of this application.

Claims

1. A method for determining engine torque reduction demand, comprising: Determine the vehicle driving state corresponding to the target vehicle according to the wheel speed information of the target vehicle; wherein the vehicle driving state includes a vehicle skidding state or a vehicle non-skidding state; When the target vehicle is in the vehicle slipping state and is performing a power upshift, determining a torque reduction demand of the engine to be used corresponding to the target vehicle according to at least one vehicle operation information of the target vehicle; Determine the clutch protection torque of the target vehicle according to at least one torque test result corresponding to the target vehicle; wherein the torque test result is a clutch protection torque test result corresponding to the vehicle clutch; A target engine torque reduction demand corresponding to the target vehicle is determined according to the engine torque reduction demand to be used and the clutch protection torque.

2. The method according to claim 1, wherein: The step of determining the vehicle driving state corresponding to the target vehicle according to the wheel speed information of the wheels of the target vehicle comprises: Determining a vehicle slip rate corresponding to the target vehicle according to the wheel speed information of the target vehicle; If the vehicle slip rate is greater than the slip rate threshold, determining that the vehicle driving state is the vehicle slip state; If the vehicle slip rate is less than or equal to the slip rate threshold, it is determined that the vehicle driving state is the vehicle non-slip state.

3. The method according to claim 1, wherein: The step of determining the torque reduction requirement of the engine to be used corresponding to the target vehicle according to at least one vehicle operation information of the target vehicle includes: Acquire at least one vehicle operation information of the target vehicle at the current moment, and a first mapping table corresponding to the target vehicle; wherein the vehicle operation information includes at least one of real-time vehicle speed information, target gear information, initial engine torque, torque reduction correction coefficient, torque reduction speed regulation process information, and speed regulation process coefficient, and the first mapping table records at least one set of vehicle speed-target gear combination, and the corresponding relationship between the at least one set of vehicle speed-target gear combination and the torque reduction coefficient; Determine the target vehicle pair based on at least one of the vehicle operation information and the first mapping table. The corresponding torque reduction demand of the engine to be used.

4. The method according to claim 3, wherein: The step of determining the torque reduction demand of the engine to be used corresponding to the target vehicle based on at least one of the vehicle operation information and the first mapping table includes: Based on the first mapping table, determining a torque reduction coefficient to be used corresponding to the target vehicle under the real-time vehicle speed information and the target gear information; Determine the initial engine torque corresponding to the target vehicle at the target time, and obtain the initial engine torque reduction amount according to the product of the initial engine torque and the torque reduction coefficient to be used; wherein the target time refers to the time when the target vehicle enters the power upshift engine torque reduction speed regulation stage; The initial engine torque reduction amount is subjected to torque reduction correction to obtain the engine torque reduction requirement to be used corresponding to the target vehicle.

5. The method according to claim 4, wherein: The step of performing torque reduction correction on the initial engine torque reduction to obtain a torque reduction requirement of the engine to be used corresponding to the target vehicle includes: Determining a correction factor to be used corresponding to the target vehicle according to a vehicle slip rate corresponding to the target vehicle; Obtaining a first corrected torque reduction amount according to a product of the correction coefficient to be used and the initial engine torque reduction amount; The first corrected torque reduction amount is corrected twice to obtain a second corrected torque reduction amount, and a torque reduction requirement of the engine to be used corresponding to the target vehicle is determined based on the second corrected torque reduction amount.

6. The method according to claim 5, wherein: The second correction of the first corrected torque reduction amount to obtain a second corrected torque reduction amount, and determining the torque reduction requirement of the engine to be used corresponding to the target vehicle based on the second corrected torque reduction amount, comprises: Determining a speed regulation process coefficient corresponding to the target vehicle according to the torque reduction speed regulation process information; Based on the product of the speed regulation process coefficient and the first corrected torque reduction amount, the second corrected torque reduction amount is obtained; The waiting torque is obtained according to the difference between the non-transmission intervention engine torque and the second modified torque reduction amount. The engine torque reduction demand is used; wherein the non-transmission intervention engine torque refers to the engine torque of the target vehicle without responding to the torque request issued by the automatic transmission control unit.

7. The method according to claim 1, wherein: The step of determining a target engine torque reduction requirement corresponding to the target vehicle according to the engine torque reduction requirement to be used and the clutch protection torque includes: Determining the activation state of the clutch protection torque control strategy corresponding to the vehicle clutch of the target vehicle according to at least one vehicle-related information of the target vehicle; wherein the vehicle-related information includes at least one of vehicle slip rate, accelerator pedal opening information, torque reduction speed regulation process information, torque converter turbine speed information, clutch slip information and vehicle slip rate change rate information, and the activation state includes an activation-required state or an inactivation state; According to the activation state, a target engine torque reduction requirement corresponding to the target vehicle is determined.

8. The method according to claim 7, wherein: Determining a target engine torque reduction requirement corresponding to the target vehicle according to the activation state includes: If the activation state is the activation-required state, determining a target engine torque reduction demand of the target vehicle according to a comparison result of the engine torque reduction demand to be used and the clutch protection torque; If the activation state is the inactivation state, the torque reduction demand of the engine to be used is determined as the target engine torque reduction demand.

9. A device for determining engine torque reduction demand, comprising: A driving state determination module is configured to determine a vehicle driving state corresponding to the target vehicle according to wheel speed information of the target vehicle; wherein the vehicle driving state includes a vehicle slipping state or a vehicle non-slipping state; a to-be-used torque reduction demand determination module, configured to determine the to-be-used engine torque reduction demand corresponding to the target vehicle according to at least one vehicle operation information of the target vehicle when the target vehicle is in the vehicle slipping state and performs a power upshift; The protection torque determination module is configured to determine the torque of the target vehicle according to at least one torque test result corresponding to the target vehicle. The clutch protection torque of the target vehicle is determined according to the result; wherein the torque test result is the clutch protection torque test result corresponding to the vehicle clutch; The target torque reduction demand determination module is configured to determine a target engine torque reduction demand corresponding to the target vehicle according to the engine torque reduction demand to be used and the clutch protection torque.

10. An electronic device comprising: at least one processor; as well as a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the method for determining the engine torque reduction demand according to any one of claims 1-8.

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