WO2024255831A1 - 发动机降扭需求量确定方法、装置、电子设备及存储介质 - Google Patents

发动机降扭需求量确定方法、装置、电子设备及存储介质 Download PDF

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Publication number
WO2024255831A1
WO2024255831A1 PCT/CN2024/099154 CN2024099154W WO2024255831A1 WO 2024255831 A1 WO2024255831 A1 WO 2024255831A1 CN 2024099154 W CN2024099154 W CN 2024099154W WO 2024255831 A1 WO2024255831 A1 WO 2024255831A1
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Prior art keywords
vehicle
torque reduction
target vehicle
target
engine torque
Prior art date
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Ceased
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PCT/CN2024/099154
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English (en)
French (fr)
Inventor
刘治文
陈国栋
张学锋
杨云波
李岩
许健男
吴刚
王小峰
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FAW Group Corp
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FAW Group Corp
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Publication of WO2024255831A1 publication Critical patent/WO2024255831A1/zh
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed, e.g. the vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor

Definitions

  • the present application relates to the field of vehicle control technology, and for example, to a method, device, electronic device and storage medium for determining engine torque reduction demand.
  • the shift quality needs to be calibrated to ensure smooth shifting.
  • the quality of power upshift is particularly important.
  • the shift quality calibration and verification of power upshift is performed on high-adhesion road conditions.
  • the vehicle when the vehicle is driving on low-adhesion road conditions and performing power upshifts, especially when the throttle is high and the gear is low, the vehicle often slips.
  • the Electronic Stability Program (ESP) will intervene with torque reduction, and the road resistance will also reduce the load on the engine.
  • the power upshift engine torque reduction and speed regulation shift quality calibration data that was originally calibrated and verified on high-adhesion road conditions will no longer be applicable, resulting in uneven power upshifts and greater clutch wear when the vehicle is in a slippery state on low-adhesion road conditions.
  • the present application provides a method, device, electronic device and storage medium for determining an engine torque reduction demand, so as to solve the problem that when a vehicle is in a slippery state on a low-adhesion road condition and performs a power upshift, the engine torque reduction demand is inaccurately calculated, which in turn leads to an uneven power upshift process and poor clutch durability.
  • an embodiment of the present application provides a method for determining an engine torque reduction requirement, comprising:
  • the vehicle driving state includes a vehicle skidding state or a vehicle non-skidding state
  • 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.
  • the embodiment of the present application further provides a device for determining a torque reduction requirement of an engine, 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 skidding state or a vehicle non-skidding 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;
  • a protection torque determination module configured to 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;
  • 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.
  • an embodiment of the present application further provides an electronic device, including:
  • 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.
  • 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.
  • FIG1 is a flow chart of a method for determining engine torque reduction demand according to a first embodiment of the present application
  • FIG2 is a schematic diagram of a target vehicle performing a power upshift according to Embodiment 1 of the present application;
  • FIG. 5 is a schematic diagram of non-transmission intervention in engine torque of a target vehicle during a power upshift according to Embodiment 2 of the present application;
  • FIG. 6 is a schematic diagram of the structure of a device for determining engine torque reduction demand according to Embodiment 3 of the present application.
  • FIG. 7 is a schematic diagram of the structure of an electronic device that implements the method for determining the engine torque reduction demand according to an embodiment of the present application.
  • 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 on a low-adhesion road surface and is in a slipping state, 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, and can be configured in a computing device that can execute the engine torque reduction demand determination method.
  • the method includes:
  • the target vehicle refers to a vehicle equipped with a hydromechanical automatic transmission driving on a low-adhesion road surface; the low-adhesion road surface may be an icy or snowy road surface or other road surface with low friction resistance.
  • the wheel speed information refers to the wheel speeds corresponding to the 4 wheels.
  • the vehicle driving state includes the vehicle slipping state or the vehicle non-slipping state.
  • the target vehicle When the target vehicle is driving on a low-adhesion road condition, due to the low adhesion of the low-adhesion road condition, the target vehicle will often experience wheel slippage during power upshifts, especially when upshifting at a low gear with a large throttle. In this case, the Electronic Stability Program (ESP) will intervene with torque reduction, and at the same time, the road driving resistance will reduce the load on the engine.
  • ESP Electronic Stability Program
  • the target vehicle During the power upshift engine torque reduction speed regulation process, under the control of the ESP and the automatic transmission control unit (TCU), when the target vehicle changes from a slipping state to a non-slipping state, the speed of the target vehicle will drop sharply because the drive wheels exit the slipping state. Correspondingly, the output shaft speed of the hydromechanical automatic transmission will also drop rapidly, resulting in a rapid drop in the target speed of the hydraulic torque converter turbine during the power upshift process. Compared with the same power upshift condition of a vehicle in a non-slipping state on a high-adhesion road, the range of change of the target speed of the hydraulic torque converter turbine under this condition is much larger, resulting in a longer time for the engine torque reduction 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 ablation.
  • TCU automatic transmission control unit
  • the technical solution provides the target vehicle with accurate engine torque reduction demand when the target vehicle is in a slippery state on a low-adhesion road condition and performs power upshifting, so that the target vehicle can shift power upshifts more smoothly according to the engine torque reduction demand, while ensuring the durability of the target vehicle's clutch.
  • power upshift refers to the driver stepping on the accelerator pedal to accelerate the vehicle upshift.
  • the engine torque reduction speed regulation stage is the third shifting stage of power upshift.
  • power upshift also includes the clutch oil filling stage (the first shifting stage) and the power switching stage (the second shifting stage), as shown in Figure 2.
  • 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 a 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.
  • the vehicle slip rate A can be used to characterize the slip degree of the target vehicle. The greater the vehicle slip rate, the more serious the slip of the target vehicle. It is understandable that when the target vehicle is driving on a low-adhesion road, the wheel speeds of each wheel during driving are generally different.
  • the vehicle slip rate A of the target vehicle can be determined based on the wheel speeds of all wheels of the target vehicle.
  • the slip rate threshold refers to the corresponding slip rate when the vehicle is not slipping. Upper limit of slip rate.
  • 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 according to the wheel speed information of each wheel.
  • the vehicle slip rate A can be determined by the following formula:
  • 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
  • vsl represents the left driven wheel speed of the target vehicle
  • vsr represents the right driven wheel speed of the target vehicle.
  • 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.
  • 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 torque reduction demand of the engine to be used refers to the engine torque reduction demand determined according to the vehicle operation information.
  • the torque reduction demand of the engine to be used can be represented by T rrb . It should be noted that in the present technical solution, whether to use the torque reduction demand of the engine to be used T rrb as the target engine torque reduction demand T rf of the target vehicle is also related to the activation state of the clutch protection torque control strategy of the target vehicle. Therefore, after obtaining the torque reduction demand of the engine to be used T rrb, it is necessary to make a judgment.
  • the so-called target gear information refers to the gear after the target vehicle is switched. For example, if the target vehicle switches from 1st gear to 2nd gear, the target gear information is 2nd gear.
  • the so-called initial engine torque refers to the engine torque corresponding to the initial moment when the target vehicle enters the engine torque reduction speed regulation phase, which can be represented by D in the present technical solution. Specifically, the initial engine torque D is the engine torque corresponding to the moment when the TCU issues a torque reduction request. Referring to FIG. 2 again, the position of point C in FIG. 2 corresponds to the starting moment K of the engine torque reduction speed regulation phase. It is understandable that different target gears and vehicle speed information correspond to different torque reduction coefficients during the power upshift process.
  • the torque reduction coefficient to be used corresponding to the target gear and vehicle speed information at the current moment can be determined based on a preset corresponding relationship table.
  • the torque reduction correction coefficient means that after obtaining the initial engine torque reduction, the initial engine torque reduction needs to be corrected according to the degree of slippage of the target vehicle.
  • the torque reduction correction coefficient is the coefficient value corresponding to the correction of the initial engine torque reduction, and its value is greater than or equal to 1.
  • the torque reduction speed regulation process information can be understood as the speed regulation progress corresponding to the target vehicle when it is in the engine torque reduction speed regulation stage. In the present technical solution, it can be represented by G.
  • the torque reduction speed regulation process at the initial moment of the engine torque reduction speed regulation stage is 0%
  • the torque reduction speed regulation process at the end of the engine torque reduction speed regulation stage is 100%.
  • the corresponding speed regulation process coefficients are different, such as when the torque reduction speed regulation process is 0%, the corresponding speed regulation process coefficient is 1; when the torque reduction speed regulation process is 100%, the corresponding speed regulation process coefficient is 0, etc. That is to say, there is a preset corresponding relationship between the torque reduction speed regulation process information and the speed regulation process coefficient.
  • At least one vehicle operation information of the target vehicle may be obtained to calculate the engine torque reduction demand T rrb to be used corresponding to the target vehicle based on the at least one vehicle operation information.
  • the torque test result is the clutch protection torque test result corresponding to the vehicle clutch.
  • the clutch protection torque can be determined based on the clutch durability bench test results, and can be represented by Tp in the present technical solution.
  • the transmission oil temperature ranges from -40°C to 130°C with 10°C as one oil temperature interval, with a total of 17 oil temperature intervals
  • the clutch speed difference ranges from 30r/min to 300r/min with 30r/min as one speed difference interval, with a total of 9 speed difference intervals
  • the clutch input torque ranges from 50N ⁇ m to 500N ⁇ m with 50N ⁇ m as one torque interval, with a total of 9 torque intervals.
  • 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.
  • the target engine torque reduction requirement refers to the engine torque reduction requirement that is ultimately determined to best match the target vehicle at the current moment, and can be represented by T rf in the present technical solution.
  • 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 an activation state of a 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.
  • the vehicle-related information includes at least one of the 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 status or an inactivated status.
  • the activation state of the clutch protection torque control strategy of the vehicle clutch may be determined in the following manner.
  • threshold B can be set based on comprehensive considerations such as actual vehicle handling stability, drivability, and starting performance, and the unit is %.
  • the threshold value F i.e., the accelerator pedal opening threshold. If so, it indicates that the accelerator pedal has reached a certain opening, which is the accelerator pedal opening determination condition for activating the clutch protection torque control strategy.
  • the threshold value F can be set according to the engine torque characteristics and the clutch durability bench test results. For example, it can be set to 25%.
  • the accelerator pedal opening E is greater than the threshold F, it is determined whether the speed regulation process G (ie, the engine torque reduction speed regulation process information) is between 0 and 100%. If so, it indicates that the target vehicle is in the power upshift engine torque reduction speed regulation process.
  • the speed regulation process G ie, the engine torque reduction speed regulation process information
  • the clutch comprehensive slip n ⁇ i.e., clutch slip information
  • a threshold L i.e., clutch slip threshold
  • n ⁇ represents the comprehensive slip of the clutch
  • n T represents the speed of the torque converter turbine
  • n o represents the output shaft speed of the hydromechanical automatic transmission
  • i p represents the transmission ratio of the current gear, which is a dimensionless value.
  • n T and n o is r/min.
  • the threshold value J is a negative value, the unit is %/s, which can be used to indicate that the vehicle comprehensive slip rate A is decreasing, and the rate of decrease is relatively fast.
  • the engine torque reduction speed regulation stage of the power upshift in the vehicle slip state is generally caused by the ESP and TCU torque reduction control.
  • the threshold value J can be set based on the actual vehicle shift quality performance and the clutch durability bench test results.
  • the target engine torque reduction demand T rf corresponding to the target vehicle is determined, including: if the activation state is the activation-required state, the target engine torque reduction demand T rf of the target vehicle is determined according to the comparison result of the engine torque reduction demand T rrb to be used and the clutch protection torque T p ; if the activation state is the inactive state, the engine torque reduction demand T rrb to be used is determined as the target engine torque reduction demand T rf .
  • the clutch protection torque control strategy For example, if the clutch protection torque control strategy is in the activation state, the minimum value between the engine torque reduction demand T rrb to be used and the clutch protection torque T p is used as the target engine torque reduction demand T rf . If the clutch protection torque control strategy is in the inactivation state, the engine torque reduction demand T rrb to be used is directly determined as the target engine torque reduction demand T rf .
  • the technical solution of the embodiment of the present application determines the vehicle driving state corresponding to the target vehicle according to the wheel speed information of the wheels of the target vehicle.
  • the vehicle slip rate corresponding to the target vehicle can be obtained by calculating according to the wheel speed of each wheel of the target vehicle, and when the vehicle slip rate is greater than the slip rate threshold, it can be determined that the target vehicle is in a vehicle slip state.
  • the torque reduction demand of the engine to be used corresponding to the target vehicle is determined according to at least one vehicle operation information of the target vehicle; and the clutch protection torque of the target vehicle is determined according to at least one torque test result corresponding to the target vehicle.
  • the torque reduction demand of the engine to be used can be calculated according to the vehicle operation information, and the clutch protection torque can be obtained according to the clutch durability bench test result.
  • the 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.
  • the activation state is the activation state
  • the smaller value of the engine torque reduction demand to be used and the clutch protection torque is used as the target engine torque reduction demand.
  • the engine torque reduction demand to be used is determined as the target engine torque reduction demand.
  • the problem of accurately calculating the engine torque reduction demand when the vehicle performs power upshift on a slippery state on a low-adhesion road surface is achieved, so as to ensure the smoothness of the vehicle power upshift process and the durability of the vehicle clutch.
  • Embodiment 4 is a flow chart of a method for determining an engine torque reduction demand provided in Embodiment 2 of the present application.
  • 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.
  • the method includes:
  • S210 Determine a vehicle driving state corresponding to the target vehicle according to wheel speed information of the target vehicle.
  • 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 first mapping table records at least one set of vehicle speed-target gear combination, and the corresponding relationship between the vehicle speed-target gear combination and the torque reduction coefficient.
  • it can be calibrated according to the performance of the power upshift shift quality and the engine torque reduction speed regulation stage time of the target vehicle in the vehicle slipping state.
  • S230 Determine the torque reduction requirement of the engine to be used corresponding to the target vehicle based on at least one vehicle operation information and the first mapping table.
  • determining the torque reduction demand of the engine to be used corresponding to the target vehicle includes: determining, based on the first mapping table, the target vehicle at the real-time speed information and the torque reduction coefficient to be used corresponding to 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; perform torque reduction correction on the initial engine torque reduction amount to obtain the engine torque reduction demand to be used corresponding to the target vehicle.
  • 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.
  • the corresponding torque reduction coefficient to be used can be queried 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 40 km/h and the target gear information is 4th gear, the torque reduction coefficient to be used can be determined as a 33 through the first mapping table.
  • the initial engine torque reduction amount T rb can be obtained according to the product of the initial engine torque D and the torque reduction coefficient to be used.
  • T rb represents the initial engine torque reduction
  • D represents the initial engine torque
  • the required torque reduction amount T rrb of the engine to be used can be obtained by combining the non-transmission intervention engine torque T um .
  • the correction coefficients ⁇ i are all values greater than or equal to 1.
  • the correction coefficient ⁇ i can be calibrated according to the performance of the power upshift shift quality and the engine torque reduction speed regulation stage time of the target vehicle in the vehicle slip state.
  • T rc represents the first corrected torque reduction amount
  • T rb represents the initial engine torque reduction amount
  • the first corrected torque reduction amount T rc is corrected twice to obtain a second corrected torque reduction amount
  • the torque reduction demand of the engine 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 based on 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; and obtaining the torque reduction demand of the engine to be used based on the difference between the non-transmission intervention engine torque and the second corrected torque reduction amount.
  • the torque reduction speed regulation process information G is used to characterize the progress of the engine torque reduction speed regulation phase during the power upshift process.
  • 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.
  • the torque reduction speed regulation process information G can be calculated by the TCU, and its range is 0-100%.
  • 0 ⁇ G ⁇ 100% it indicates that the target vehicle is in the power upshift engine torque reduction speed regulation process.
  • the speed regulation process coefficient ⁇ p is obtained according to the torque reduction speed regulation process information G, as shown in Table 3.
  • Table 3 is a corresponding relationship table between the torque reduction speed regulation process information G and the speed regulation process coefficient ⁇ p .
  • the second modified torque reduction amount T rp is obtained by multiplying the two.
  • T rp represents the second corrected torque reduction amount
  • T rc represents the first corrected torque reduction amount
  • the engine torque reduction demand amount T rrb to be used corresponding to the target vehicle can be obtained according to the difference between the non-transmission intervention engine torque T um and the second modified torque reduction amount T rp of the target vehicle.
  • T rrb represents the required torque reduction of the engine to be used
  • T um represents the non-transmission intervention engine torque
  • T rp represents the second corrected torque reduction amount
  • the non-transmission intervention engine torque T um 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. Therefore, for power upshift, when there is no transmission torque reduction request, the non-transmission intervention engine torque T um is equal to the engine torque.
  • the TCU will issue a torque reduction request, at which time the engine torque will decrease in response to the transmission torque reduction request, and the non-transmission intervention engine torque T um will not respond to the transmission torque reduction request, and its value is still the engine torque determined according to the real-time vehicle condition parameters such as the accelerator pedal opening, the engine speed, and the engine accessory torque loss, that is, the non-transmission intervention engine torque T um in the power upshift engine torque reduction speed regulation stage is equal to the engine torque if the engine does not respond to the transmission torque request in this stage.
  • S240 Determine a clutch protection torque of the target vehicle according to at least one torque test result corresponding to the target vehicle.
  • 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.
  • the technical solution of the embodiment of the present application determines the target vehicle according to the wheel speed information of the wheel of the target vehicle.
  • the invention solves the problem that the engine torque reduction requirement of a vehicle when performing power upshift on a high-adhesion road condition determined based on the power upshift and torque reduction control strategy in the related art is not applicable to the engine torque reduction requirement corresponding to the same power upshift when the vehicle is in a slipping state on a low-adhesion road, resulting in inaccurate calculation of the engine torque reduction requirement when the vehicle is in a slipping state on a low-adhesion road, which in turn leads to an uneven power upshift process and poor clutch durability.
  • the invention achieves the effect of accurately calculating the engine torque reduction requirement when the vehicle is in a slipping state on a low-adhesion road and performing power upshift, so as to ensure the smoothness of the vehicle power upshift process and the durability of the vehicle clutch.
  • Fig. 6 is a schematic diagram of the structure of an engine torque reduction demand determination device provided in Embodiment 3 of the present application. As shown in Fig. 6, the device comprises: a driving state determination module 310, a torque reduction demand determination module 320, a protection torque determination module 330 and a target torque reduction demand determination module 340.
  • the driving state determination module 310 is configured to determine the vehicle driving state corresponding to the target vehicle according to the wheel speed information of the wheels of the target vehicle; wherein the vehicle driving state includes a vehicle skidding state or a vehicle non-skidding state;
  • the to-be-used torque reduction demand determination module 320 is 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 a vehicle slipping state and performs a power upshift;
  • the protection torque determination module 330 is configured to 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;
  • the target torque reduction demand determination module 340 is configured to determine a target engine torque reduction demand corresponding to a target vehicle according to the engine torque reduction demand to be used and the clutch protection torque.
  • the technical solution of the embodiment of the present application determines the vehicle driving state corresponding to the target vehicle according to the wheel speed information of the target vehicle's wheels; when the target vehicle is in a vehicle slipping state and performs power upshift, determines the corresponding engine torque reduction demand of the target vehicle according to at least one vehicle operation information of the target vehicle; determines the clutch protection torque of the target vehicle according to at least one torque test result corresponding to the target vehicle; determines the 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.
  • the invention solves the problem that the engine torque reduction demand of the vehicle when performing power upshift under high adhesion road conditions determined based on the power upshift torque reduction control strategy in the related art is not applicable to the corresponding engine torque reduction demand when the vehicle is in a slipping state and performs the same power upshift on a low adhesion road, resulting in inaccurate calculation of the engine torque reduction demand when the vehicle is in a vehicle slipping state on a low adhesion road performs power upshift, which in turn leads to the problem that the vehicle power upshift process is not smooth and the clutch durability is poor.
  • the engine torque reduction requirement when the vehicle is in a slippery state on a low-adhesion road surface is accurately calculated, so as to ensure the smoothness of the vehicle's power upshift process and the durability of the vehicle's clutch.
  • the driving state determination module includes: a slip rate determination submodule, configured to determine a vehicle slip rate corresponding to the target vehicle according to wheel speed information of the target vehicle;
  • a first state determination submodule is 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;
  • the second state determination submodule is configured to determine that the vehicle driving state is a vehicle non-slip state if the vehicle slip rate is less than or equal to a slip rate threshold.
  • the torque reduction demand determination module to be used includes: an information determination submodule, configured to obtain 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 at least one set of vehicle speed-target gear combination.
  • the corresponding relationship between gear combination and torque reduction coefficient
  • the torque reduction demand to be used determining submodule is configured to determine the engine torque reduction demand to be used corresponding to the target vehicle based on at least one vehicle operation information and a first mapping table.
  • 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;
  • an initial torque reduction amount determination unit configured to determine an initial engine torque corresponding to a target vehicle at a target time, and obtain an initial engine torque reduction amount according to a product of the initial engine torque and a torque reduction coefficient to be used; wherein the target time refers to a time when the target vehicle enters an engine torque reduction speed regulation stage;
  • the torque reduction demand determination unit to be used is configured to perform torque reduction correction on the initial engine torque reduction amount to obtain the engine torque reduction demand to be used corresponding to the target vehicle.
  • 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;
  • a first modified torque reduction amount determination subunit is configured to obtain a first modified torque reduction amount according to a product of a correction coefficient to be used and an initial engine torque reduction amount;
  • the torque reduction requirement determination subunit is configured to perform a second 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.
  • 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.
  • the target torque reduction demand determination module includes: an activation state determination submodule, configured to determine 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 the vehicle slip rate, the oil At least one of door 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, the activation state includes an activation-required state or an inactivation state;
  • the target torque reduction demand determination submodule is configured to determine a target engine torque reduction demand corresponding to the target vehicle according to the activation state.
  • the target torque reduction demand determination submodule includes: a first target torque reduction demand determination unit, configured to determine the 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 activation-required state;
  • the engine torque reduction demand determination device provided in the embodiments 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.
  • 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, workbenches, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers.
  • the electronic device may 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, the connections and relationships therebetween, and their functions are merely examples and are not intended to limit the implementation of the present application described and/or required herein.
  • the electronic device 10 includes at least one processor 11, and a memory connected to the at least one processor 11 in communication, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., wherein the memory stores a computer program executable by the at least one processor, and the processor 11 can execute a program according to the computer program stored in the ROM 12 or loaded from the storage unit 18 into the RAM 13.
  • the computer program can be used to perform various appropriate actions and processes.
  • various programs and data required for the operation of the electronic device 10 can also be stored.
  • the processor 11, the ROM 12 and the RAM 13 are connected to each other through a bus 14.
  • An input/output (I/O) interface 15 is also connected to the bus 14.
  • a number of 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 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 through a computer network such as the Internet and/or various telecommunication networks.
  • the processor 11 may be a variety of general and/or special processing components 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 dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc.
  • the processor 11 executes the various methods and processes described above, such as a method for determining the engine torque reduction demand.
  • the method for determining the engine torque reduction demand may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 18.
  • part or all of the computer program may be loaded and/or installed on the electronic device 10 via the ROM 12 and/or the communication unit 19.
  • the processor 11 may be configured to execute the method for determining the engine torque reduction demand in any other appropriate manner (e.g., by means of firmware).
  • Various implementations of the systems and techniques described above may 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 chip systems, and the like.
  • FPGAs field programmable gate arrays
  • ASICs application specific integrated circuits
  • ASSPs application specific standard parts
  • Chip, SOC SOC
  • load programmable logic device Complex Programmable Logic Device, CPLD
  • computer hardware firmware, software and/or their combination.
  • These various implementations may include: being implemented in one or more computer programs, which may be executed and/or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general programmable processor, which may 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.
  • a programmable processor which may be a dedicated or general programmable processor, which may 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.
  • the computer program 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 the computer program is executed by the processor, the functions/operations specified in the flow chart and/or block diagram are implemented.
  • the computer program can be executed completely on the machine, partially on the machine, as an independent software package, partially on the machine and partially on a remote machine, or completely on a remote machine or server.
  • a computer readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, device, or apparatus.
  • a computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any suitable combination of the foregoing.
  • a computer readable storage medium may be a machine readable signal medium.
  • machine readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM (Erasable Programmable Read-Only Memory) or flash memory), optical fibers, portable compact disk read-only memories (Compact Disc Read-Only Memory, CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.
  • RAM random access memories
  • ROM read-only memories
  • EPROM Erasable Programmable Read-Only Memory
  • CD-ROM Compact Disc Read-Only Memory
  • the systems and techniques described herein may 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 a user; and A keyboard and a pointing device (e.g., a mouse or trackball) through which a user can provide input to an electronic device.
  • a display device e.g., a CRT (Cathode Ray Tube) or LCD (Liquid Crystal Display) monitor
  • a keyboard and a pointing device e.g., a mouse or trackball
  • Other types of devices can also be used to provide interaction with a 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).
  • the systems and techniques described herein may be implemented in a computing system that includes backend 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 frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components.
  • the components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: Local Area Network (LAN), Wide Area Network (WAN), blockchain network, and the Internet.
  • a computing system may include a client and a server.
  • the client and the server are generally remote from each other and usually interact through a communication network.
  • the client-server relationship is generated by running computer programs on the respective computers that have a client-server relationship with each other.
  • the server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and virtual private servers (VPS) services.
  • VPN virtual private servers

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Abstract

一种发动机降扭需求量确定方法、装置、电子设备及存储介质，其中，该方法包括：根据目标车辆的车轮的轮速信息，确定目标车辆对应的车辆行驶状态；当目标车辆处于车辆打滑状态且进行动力升挡时，根据目标车辆的至少一个车辆运行信息，确定目标车辆所对应的待使用发动机降扭需求量；根据目标车辆对应的至少一个扭矩测试结果，确定目标车辆的离合器保护扭矩；根据待使用发动机降扭需求量和离合器保护扭矩，确定与目标车辆相对应的目标发动机降扭需求量。

Description

发动机降扭需求量确定方法、装置、电子设备及存储介质
本申请要求在2023年6月16日提交中国专利局、申请号为202310721069.2的中国专利申请的优先权，该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆控制技术领域，例如涉及一种发动机降扭需求量确定方法、装置、电子设备及存储介质。
背景技术
对于搭载液力机械自动变速器的车辆，需要对其进行换挡品质的标定，以保证良好的换挡平顺性，动力升挡作为一种最常用同时也是最重要的换挡类型，其换挡品质的优劣尤为重要。
通常，动力升挡的换挡品质标定及验证是在高附着力路面工况进行的。但是当车辆行驶在低附着力路面工况进行动力升挡，尤其是大油门低挡位升挡时，经常会出现车辆打滑的现象，此种情况下，车身电子稳定系统(Electronic Stability Program，ESP)会有降扭介入，同时路面行驶阻力对于发动机的负载也变小，原本在高附着力路面工况标定及验证完的动力升挡发动机降扭调速换挡品质标定数据将不再适用，导致车辆在低附着力路面工况处于打滑状态进行动力升挡时，容易出现动力升挡不平顺以及离合器磨损较大的问题。
为了解决上述问题，需要对车辆的发动机降扭需求量的确定方式进行改进。
发明内容
本申请提供了一种发动机降扭需求量确定方法、装置、电子设备及存储介质，以解决车辆在低附着力路面工况处于打滑状态进行动力升挡时，对发动机降扭需求量计算不准确，进而导致车辆动力升挡过程不平顺和离合器耐久性差的问题。
第一方面，本申请实施例提供了一种发动机降扭需求量确定方法，包括：
根据目标车辆的车轮的轮速信息，确定所述目标车辆对应的车辆行驶状态；其中，所述车辆行驶状态包括车辆打滑状态或车辆不打滑状态；
当所述目标车辆处于所述车辆打滑状态且进行动力升挡时，根据所述目标车辆的至少一个车辆运行信息，确定所述目标车辆所对应的待使用发动机降扭需求量；
根据所述目标车辆对应的至少一个扭矩测试结果，确定所述目标车辆的离合器保护扭矩；其中，所述扭矩测试结果为所述车辆离合器对应的离合器保护扭矩测试结果；
根据所述待使用发动机降扭需求量和所述离合器保护扭矩，确定与所述目标车辆相对应的目标发动机降扭需求量。
第二方面，本申请实施例还提供了一种发动机降扭需求量确定装置，包括：
行驶状态确定模块，设置为根据目标车辆的车轮的轮速信息，确定所述目标车辆对应的车辆行驶状态；其中，所述车辆行驶状态包括车辆打滑状态或辆不打滑状态；
待使用降扭需求量确定模块，设置为当所述目标车辆处于所述车辆打滑状态且进行动力升挡时，根据所述目标车辆的至少一个车辆运行信息，确定所述目标车辆所对应的待使用发动机降扭需求量；
保护扭矩确定模块，设置为根据所述目标车辆对应的至少一个扭矩测试结果，确定所述目标车辆的离合器保护扭矩；其中，所述扭矩测试结果为所述车辆离合器对应的离合器保护扭矩测试结果；
目标降扭需求量确定模块，设置为根据所述待使用发动机降扭需求量和所述离合器保护扭矩，确定与所述目标车辆相对应的目标发动机降扭需求量。
第三方面，本申请实施例还提供了一种电子设备，包括：
至少一个处理器；以及
与所述至少一个处理器通信连接的存储器；其中，
所述存储器存储有可被所述至少一个处理器执行的计算机程序，所述计算机程序被所述至少一个处理器执行，以使所述至少一个处理器能够执行本申请任一实施例所述的发动机降扭需求量确定方法。
第四方面，本申请实施例还提供了一种计算机可读存储介质，所述计算机可读存储介质存储有计算机指令，所述计算机指令用于使处理器执行时实现本申请任一实施例所述的发动机降扭需求量确定方法。
附图说明
图1是根据本申请实施例一提供的一种发动机降扭需求量确定方法的流程图；
图2是本申请实施例一提供的目标车辆进行动力升挡的示意图；
图3是本申请实施例一提供的确定离合器保护扭矩控制策略的激活状态的流程图；
图4是根据本申请实施例二提供的一种发动机降扭需求量确定方法的流程图；
图5是根据本申请实施例二提供的目标车辆在动力升挡过程中的非变速器干预发动机扭矩的示意图；
图6是根据本申请实施例三提供的一种发动机降扭需求量确定装置的结构示意图；
图7是实现本申请实施例的发动机降扭需求量确定方法的电子设备的结构示意图。
具体实施方式
为了使本技术领域的人员更好地理解本申请方案，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分的实施例，而不是全部的实施例。基于本申 请中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都应当属于本申请保护的范围。
需要说明的是，本申请的说明书和权利要求书以及上述附图中的术语“第一”、“第二”等是用于区别类似的对象的，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当的情况下可以互换，以便这里描述的本申请的实施例能够以除了在这里图示或描述的那些以外的顺序实施。
实施例一
图1为本申请实施例一提供的一种发动机降扭需求量确定方法的流程图，本实施例可适用于准确计算在低附着力路面处于车辆打滑状态进行动力升挡的车辆的发动机降扭需求量，以保障车辆动力升挡过程的平顺性以及车辆离合器的耐久性的情况，该方法可以由发动机降扭需求量确定装置来执行，该发动机降扭需求量确定装置可以采用硬件和/或软件的形式实现，该发动机降扭需求量确定装置可配置于可执行发动机降扭需求量确定方法的计算设备中。
如图1所示，该方法包括：
S110、根据目标车辆的车轮的轮速信息，确定目标车辆对应的车辆行驶状态。
在本技术方案中，目标车辆是指在低附着力路面工况行驶的搭载液力机械自动变速器的车辆；其中，低附着力路面可以为冰雪路面或其他摩擦阻力较低的路面。以目标车辆中的行驶车轮的数量为4个为例，轮速信息是指4个车轮分别对应的轮速。车辆行驶状态包括车辆打滑状态或车辆不打滑状态。
当目标车辆在低附着力路面路况行驶时，由于低附着力路面工况的附着力较低，因此，目标车辆在进行动力升挡，尤其是大油门低挡位升挡时，经常会出现车轮打滑的现象。在此种情况下，车身电子稳定系统(Electronic Stability Program，ESP)会有降扭介入，同时路面行驶阻力对于发动机的负载变小，原本在高附着力路面工况标定及验证成功的动力升挡发动机降扭调速换挡品质标定数据将不再适用，导致目标车辆的动力升挡过程不平顺。此外，目标车辆在 进行动力升挡发动机降扭调速过程中，在ESP和自动变速器控制单元(Transmission Control Unit，TCU)降扭的控制作用下，目标车辆从车辆打滑状态变为不打滑状态时，由于驱动车轮由打滑状态退出，会导致目标车辆的车速急剧下降。相应地，液力机械自动变速器的输出轴转速也会快速下降，导致动力升挡过程中的液力变矩器涡轮目标转速快速下降，相比高附着力路面车辆未打滑状态同样的动力升挡工况，此工况下的液力变矩器涡轮目标转速变化范围增大很多，从而导致发动机降扭调速阶段时间变长，在此过程中，由于离合器一直处于滑摩状态，而液力机械自动变速器的挡位离合器热容量又相对较小，因此，长时间的滑摩对于离合器的耐久性极为不利，很容易造成离合器的烧蚀。
基于此，本技术方案针对目标车辆在低附着力路面工况处于打滑状态进行动力升挡时，为目标车辆提供准确的发动机降扭需求量，以使目标车辆在根据发动机降扭需求量进行动力升挡时更加平顺，同时保障目标车辆离合器的耐久性。
为了更加清楚地理解本技术方案，在此对动力升挡进行简单介绍。所谓动力升挡是指驾驶用户通过踩踏油门踏板使车辆加速升挡，所述发动机降扭调速阶段为动力升挡的第三个换挡阶段，除此阶段外，动力升挡还包括离合器充油阶段(第一换挡阶段)和动力切换阶段(第二换挡阶段)，如图2所示。
示例性的，当目标车辆处于低附着力路面工况时，根据目标车辆的车轮的轮速信息，确定目标车辆对应的车辆行驶状态，包括：根据目标车辆的轮速信息，确定目标车辆对应的车辆打滑率；若车辆打滑率大于打滑率阈值，则确定车辆行驶状态为车辆打滑状态；若车辆打滑率小于或等于打滑率阈值，则确定车辆行驶状态为车辆未打滑状态。
其中，车辆打滑率A可以用于表征目标车辆的打滑程度，车辆打滑率越大，表明目标车辆打滑越严重。可以理解的是，当目标车辆在低附着力路面工况行驶时，各车轮在行驶过程中的轮速一般不同，根据目标车辆所有车轮的轮速可以确定目标车辆的车辆打滑率A。打滑率阈值是指车辆未打滑状态时对应的打 滑率上限。
示例性的，获取目标车辆各车轮的轮速信息，进而根据各车轮轮速信息确定与目标车辆对应的车辆打滑率A。
其中，车辆打滑率A可以通过以下公式确定：
其中，A表示车辆打滑率，vdl表示目标车辆的左驱动轮轮速，vdr表示目标车辆的右驱动轮轮速，vsl表示目标车辆的左从动轮轮速，vsr表示目标车辆的右从动轮轮速。
示例性的，对比车辆打滑率A和打滑率阈值，若车辆打滑率A大于打滑率阈值，则确定车辆行驶状态为车辆打滑状态；若车辆打滑率A小于或等于打滑率阈值，则确定车辆行驶状态为车辆未打滑状态。
S120、当目标车辆处于车辆打滑状态且进行动力升挡时，根据目标车辆的至少一个车辆运行信息，确定目标车辆所对应的待使用发动机降扭需求量。
其中，车辆运行信息包括实时车速信息、目标挡位信息、初始发动机扭矩、降扭量修正系数、降扭调速进程信息以及调速进程系数中的至少一种。待使用发动机降扭需求量是指根据车辆运行信息确定的发动机降扭需求量，在本技术方案中，待使用发动机降扭需求量可以用Trrb表示。需要说明的是，在本技术方案中，是否将待使用发动机降扭需求量Trrb作为目标车辆的目标发动机降扭需求量Trf还与目标车辆的离合器保护扭矩控制策略的激活状态相关，因此，在得到待使用发动机降扭需求量Trrb后还需要进行判断。
其中，所谓目标挡位信息是指目标车辆切换后的挡位，如目标车辆从1挡切换至2挡，则目标挡位信息为2挡。所谓初始发动机扭矩是指目标车辆在进入发动机降扭调速阶段的初始时刻对应的发动机扭矩，在本技术方案中可以用D表示。具体来说，初始发动机扭矩D是TCU发出降扭请求时刻对应的发动机扭矩，再次参见图2，图2中的C点位置对应发动机降扭调速阶段的起始时刻K。 可以理解的是，动力升挡过程中不同的目标挡位和车速信息所对应的降扭系数不同，可以基于预先设置的对应关系表确定与当前时刻的目标挡位和车速信息对应的待使用降扭系数。降扭量修正系数是指在得到初始发动机降扭量后，需要根据目标车辆的打滑程度对初始发动机降扭量进行修正，降扭量修正系数为修正初始发动机降扭量时所对应的系数值，其值均大于等于1。降扭调速进程信息可以理解为当目标车辆处于发动机降扭调速阶段时所对应的调速进度，在本技术方案中可以用G表示，示例性地，发动机降扭调速阶段初始时刻的降扭调速进程为0％，发动机降扭调速阶段结束时刻的降扭调速进程为100％。目标车辆处于不同的降扭调速进程时对应的调速进程系数不同，如，降扭调速进程为0％时，对应的调速进程系数为1；降扭调速进程为100％时，对应的调速进程系数为0等。也就是说，降扭调速进程信息与调速进程系数之间存在预先设置的对应关系。
示例性的，在根据车辆打滑率A确定目标车辆处于车辆打滑状态且进行动力升挡时，可以获取目标车辆的至少一个车辆运行信息，以基于至少一个车辆运行信息计算与目标车辆相对应的待使用发动机降扭需求量Trrb。
S130、根据目标车辆对应的至少一个扭矩测试结果，确定目标车辆的离合器保护扭矩。
其中，扭矩测试结果为车辆离合器对应的离合器保护扭矩测试结果。
在本技术方案中，离合器保护扭矩可以是根据离合器耐久性台架试验结果确定的，在本技术方案中可以用Tp表示。如，变速器油温从-40℃至130℃以10℃为一个油温间隔，共有17个油温间隔，离合器转速差从30r/min至300r/min以30r/min为一个转速差间隔，共有9个转速差间隔，离合器输入扭矩从50N·m至500N·m以50N·m为一个扭矩间隔，共有9个扭矩间隔，在不同的变速器油温、离合器转速差及离合器输入扭矩组合条件下，根据离合器耐久性台架试验结果共可以获得17×9×9＝1377个离合器保护扭矩，将此1377个离合器保护扭矩根据变速器油温、离合器转速差及离合器输入扭矩以三维表格的形式预置于发动 机控制器单元中。
S140、根据待使用发动机降扭需求量和离合器保护扭矩，确定与目标车辆相对应的目标发动机降扭需求量。
其中，目标发动机降扭需求量是指最终确定的与目标车辆当前时刻最为匹配的发动机降扭需求量,在本技术方案中可以用Trf表示。
在实际应用中，确定与目标车辆相对应的待使用发动机降扭需求量Trrb和离合器保护扭矩Tp后，需要根据车辆离合器的离合器保护扭矩控制策略的激活状态，从待使用发动机降扭需求量Trrb和离合器保护扭矩Tp中确定目标发动机降扭需求量Trf。
可选的，根据待使用发动机降扭需求量和离合器保护扭矩，确定与目标车辆相对应的目标发动机降扭需求量，包括：根据目标车辆的至少一个车辆关联信息，确定目标车辆的车辆离合器所对应的离合器保护扭矩控制策略的激活状态；根据激活状态，确定目标车辆对应的目标发动机降扭需求量。
其中，车辆关联信息包括车辆打滑率、油门踏板开度信息、发动机降扭调速进程信息、液力变矩器涡轮转速信息、离合器打滑信息以及车辆打滑率变化率信息中的至少一种，激活状态包括需激活状态或不激活状态。
在实际应用中，在获取目标车辆的至少一个车辆关联信息后，可以通过以下方式确定车辆离合器的离合器保护扭矩控制策略的激活状态。
如图3所示，在确定车辆离合器的离合器保护扭矩控制策略的激活状态时，首先确定车辆综合打滑率(即，车辆打滑率A)是否大于阈值B(即，打滑率阈值)，若是，则确定目标车辆处于车辆打滑状态。其中，阈值B可以根据实车操纵稳定性、驾驶性以及起步性能等进行综合考量设定，单位为％。
示例性的，当车辆综合打滑率A大于阈值B时，确定目标车辆的油门踏板开度E是否大于阈值F(即，油门踏板开度阈值)，若是，则表明油门踏板达到了一定的开度，这是离合器保护扭矩控制策略激活的油门踏板开度判定条件。其中阈值F可以根据发动机扭矩特性及离合器耐久性台架测试结果进行设定， 如，可以设置为25％。
示例性的，若油门踏板开度E大于阈值F，则确定调速进程G(即，发动机降扭调速进程信息)是否处于0～100％之间，若是，则表明目标车辆处于动力升挡发动机降扭调速进程中。
示例性的，若0<G<100％，则确定液力变矩涡轮转速nT(即，液力变矩器涡轮转速信息)是否大于阈值H(涡轮转速阈值)。若是，则表明涡轮转速nT已到达相对较高的转速值，这是离合器保护扭矩控制策略激活的涡轮转速判定条件，阈值H可结合离合器耐久性台架测试结果进行设定，如，可以设定为3500r/min。
示例性的，若液力变矩器涡轮转速nT>阈值H，则确定离合器综合打滑量n△(即，离合器打滑信息)是否大于阈值L(即，离合器打滑阈值)，若是，则表明离合器打滑量过大，这对于离合器的耐久性是非常不利的。其中，阈值L可以根据离合器耐久性台架测试结果设定，单位为r/min。
示例性的，离合器综合打滑量n△可以通过以下公式确定：
nΔ＝nT-no×ip
其中，nΔ表示离合器综合打滑量，nT表示液力变矩涡轮转速，no表示液力机械自动变速器的输出轴转速，ip表示当前挡位的传动比，为一无量纲数值。
其中，nT和no的单位为r/min。
示例性的，若离合器综合打滑量n△大于阈值L，则确定车辆打滑率变化率γA是否小于阈值J。其中，阈值J为一负值，单位为％/s，可以用于表征车辆综合打滑率A在减小，且减小的速率较快。此种情况在车辆打滑状态动力升挡的发动机降扭调速阶段一般为ESP和TCU降扭控制导致，相应的，在此情况下，不利于离合器的耐久性。其中，阈值J可以根据实车换挡品质表现及离合器耐久性台架测试结果进行综合考量设定。
若车辆打滑率变化率γA小于阈值L，则判定需激活车辆离合器的离合器保 护扭矩控制策略。
反之，若目标车辆中的任一车辆关联信息不满足相应的阈值检测条件，则判定不激活离合器保护扭矩控制策略。
在此基础上，根据激活状态，确定目标车辆对应的目标发动机降扭需求量Trf，包括：若激活状态为需激活状态，则根据待使用发动机降扭需求量Trrb和离合器保护扭矩Tp的比较结果，确定目标车辆的目标发动机降扭需求量Trf；若激活状态为不激活状态，则将待使用发动机降扭需求量Trrb确定为目标发动机降扭需求量Trf。
示例性的，若离合器保护扭矩控制策略为需激活状态，则将待使用发动机降扭需求量Trrb和离合器保护扭矩Tp中的最小值作为目标发动机降扭需求量Trf。若离合器保护扭矩控制策略为不激活状态，则直接将待使用发动机降扭需求量Trrb确定为目标发动机降扭需求量Trf。
本申请实施例的技术方案，根据目标车辆的车轮的轮速信息，确定目标车辆对应的车辆行驶状态。在本技术方案中，当目标车辆在低附着力路面工况行驶时，根据目标车辆的每个车轮的轮速进行计算，可以得到与目标车辆相对应的车辆打滑率，并在车辆打滑率大于打滑率阈值时，可以确定目标车辆处于车辆打滑状态。当目标车辆处于车辆打滑状态且进行动力升挡时，根据目标车辆的至少一个车辆运行信息，确定目标车辆所对应的待使用发动机降扭需求量；根据目标车辆对应的至少一个扭矩测试结果，确定目标车辆的离合器保护扭矩。在本技术方案中，通过车辆运行信息可以计算待使用发动机降扭需求量，根据离合器耐久性台架测试结果可以得到离合器保护扭矩，此外，还需要确定目标车辆中的车辆离合器的离合器保护扭矩控制策略的激活状态，以根据激活状态从待使用发动机降扭需求量和离合器保护扭矩中确定目标发动机降扭需求量。在此基础上，根据待使用发动机降扭需求量和离合器保护扭矩，确定与目标车辆相对应的目标发动机降扭需求量，当激活状态为需激活状态时，将待使用发动机降扭需求量和离合器保护扭矩中较小的值作为目标发动机降扭需求量，当 激活状态为不激活状态时，将待使用发动机降扭需求量确定为目标发动机降扭需求量。解决了基于相关技术中的动力升挡降扭控制策略确定的车辆在高附着力路面工况进行动力升挡时的发动机降扭需求量，不适用于车辆在低附着力路面处于打滑状态进行同样的动力升挡时所对应的发动机降扭需求量，导致在低附着力路面处于车辆打滑状态的车辆进行动力升挡时的发动机降扭需求量计算不准确，进而导致车辆动力升挡过程不平顺以及离合器耐久性差的问题。达到了准确地计算车辆在低附着力路面处于打滑状态进行动力升挡时的发动机降扭需求量，以保障车辆动力升挡过程的平顺性以及车辆离合器的耐久性的效果。
实施例二
图4为本申请实施例二提供的一种发动机降扭需求量确定方法的流程图，可选的，对所述根据所述目标车辆的至少一个车辆运行信息，确定所述目标车辆所对应的待使用发动机降扭需求量进行细化。
如图4所示，该方法包括：
S210、根据目标车辆的车轮的轮速信息，确定目标车辆对应的车辆行驶状态。
S220、获取目标车辆在当前时刻下的至少一个车辆运行信息，以及与目标车辆对应的第一映射表。
其中，车辆运行信息包括实时车速信息、目标挡位信息、初始发动机扭矩、降扭量修正系数、降扭调速进程信息以及调速进程系数中的至少一种。第一映射表中记录有至少一组车速-目标挡位组合，以及车速-目标挡位组合与降扭系数之间的对应关系。
其中，第一映射表如表1所示：
表1第一映射表

其中，表1中的降扭系数aij(i＝1,2,……,7；j＝1,2,……,7)均为0～1范围内的数值。示例性的，可以根据目标车辆在车辆打滑状态下的动力升挡换挡品质及发动机降扭调速阶段时间的表现进行标定获得。一般来说，其标定原则为：在同一目标挡位下，实时车速越高，降扭系数aij(i＝1,2,……,7；j＝1,2,……,7)应越大，保障换挡品质的同时尽可能缩短发动机降扭调速阶段时间，有利于保障离合器的耐久性。同一实时车速下，目标挡位越低，对应的目标挡位传动比越大，降扭系数aij(i＝1,2,……,7；j＝1,2,……,7)应越大，以利于保障换挡品质，同时尽可能缩短发动机降扭调速阶段时间，有利于保障离合器的耐久性，相应地，目标挡位越高，对应的目标挡位传动比也就越小，降扭系数aij(i＝1,2,……,7；j＝1,2,……,7)应越小。
S230、基于至少一个车辆运行信息和第一映射表，确定目标车辆对应的待使用发动机降扭需求量。
在实际应用中，根据实时车速信息、目标挡位信息和初始发动机扭矩D，可以得到待使用发动机降扭需求量Trrb。其中，实时车速信息为目标车辆在动力升挡过程中的实时车速，可以由ESP根据驱动轮与从动轮的轮速综合计算得到。所谓目标挡位信息是指动力升挡过程中的目标挡位，如动力升挡1挡升2挡，那么2挡即为目标挡位。所谓初始发动机扭矩D是指发动机降扭调速阶段初始时刻的发动机扭矩。
可选的，基于至少一个车辆运行信息和第一映射表，确定目标车辆对应的待使用发动机降扭需求量，包括：基于第一映射表，确定目标车辆在实时车速 信息和目标挡位信息下所对应的待使用降扭系数；确定目标车辆在目标时刻对应的初始发动机扭矩，并根据初始发动机扭矩和待使用降扭系数的乘积，得到初始发动机降扭量；对初始发动机降扭量进行降扭量修正，得到与目标车辆对应的待使用发动机降扭需求量。
其中，待使用降扭系数是指当前时刻目标车辆所对应的降扭系数。目标时刻是指目标车辆进入发动机降扭调速阶段的时刻。
示例性的，根据实时车速信息和目标挡位信息可以在第一映射表中查询到相应的待使用降扭系数。例如，若实时车速信息为40km/h，目标挡位信息为4挡，通过第一映射表可以确定待使用降扭系数为a33。
示例性的，根据初始发动机扭矩D和待使用降扭系数的乘积，可以得到初始发动机降扭量Trb。
初始发动机降扭量Trb可以根据以下公式确定：
Trb＝D*aij(i＝1,2......,7；j＝1,2......,7)
其中，Trb表示初始发动机降扭量，D表示初始发动机扭矩，aij(i＝1,2,……,7；j＝1,2,……,7)表示待使用降扭系数。
示例性的，对初始发动机降扭量进行降扭量修正，得到与目标车辆对应的待使用发动机降扭需求量，包括：根据目标车辆对应的车辆打滑率，确定目标车辆对应的待使用修正系数；根据待使用修正系数和初始发动机降扭量的乘积，得到第一修正降扭量；对第一修正降扭量进行二次修正，得到第二修正降扭量，并基于第二修正降扭量确定与目标车辆对应的待使用发动机降扭需求量。
其中，待使用修正系数是指预先设置的与车辆打滑率对应的修正系数，用于在得到初始发动机降扭量Trb的基础上进行第一次降扭量修正。在本技术方案中可以用β表示待使用修正系数。第一修正降扭量可以理解为对初始发动机降扭量Trb进行第一次降扭量修正后得到的发动机降扭量，在本技术方案中可以用Trc表示。第二修正降扭量Trp为对第一修正降扭量Trc进行二次修正后得到的发动机降扭量。相应的，在本技术方案中，通过对初始发动机降扭量Trb进行两次 降扭量修正后，结合非变速器干预发动机扭矩Tum，可以得到待使用发动机降扭需求量Trrb。
示例性的，在确定与车辆打滑率相对应的待使用修正系数时，可以通过表2进行查询，所述表2中记录了至少一个车辆打滑率与相应的待使用修正系数之间的对应关系。表2如下：
表2车辆打滑率与修正系数对应关系表
其中，修正系数βi(i＝1,2,……,7)均为大于或等于1的值。
示例性的，修正系数βi可以根据目标车辆在车辆打滑状态下的动力升挡换挡品质及发动机降扭调速阶段时间的表现进行标定获得。一般来说，其标定规则为：车辆打滑率越大，修正系数βi(i＝1,2,……,7)应越大，以增大发动机降扭量，实现发动机转速的快速下调，在保证换挡品质的同时，尽可能缩短发动机降扭调速阶段时间，有利于保障离合器的耐久性。
在确定车辆打滑率后，根据表2中的对应关系即可确定与车辆打滑率相对应的待使用修正系数。基于此，根据待使用修正系数βi(i＝1,2,……,7)和初始发动机降扭量Trb的乘积可以得到第一修正降扭量Trc。
示例性的，第一修正降扭量Trc可以基于以下公式确定：
Trc＝Trb*βi(i＝1,2,......，7)
其中，Trc表示第一修正降扭量，Trb表示初始发动机降扭量，βi(i＝1,2,……,7)表示待使用修正系数。
示例性的，对第一修正降扭量Trc进行二次修正，得到第二修正降扭量，并基于第二修正降扭量确定与目标车辆对应的待使用发动机降扭需求量，包括：根据降扭调速进程信息，确定目标车辆对应的调速进程系数；基于调速进程系数和第一修正降扭量的乘积，得到第二修正降扭量；根据非变速器干预发动机扭矩和所述第二修正降扭量的差值，得到待使用发动机降扭需求量。
其中，降扭调速进程信息G用于表征动力升挡过程中的发动机降扭调速阶段的进度。非变速器干预发动机扭矩是指目标车辆在不响应自动变速器控制单元发出的扭矩请求下的发动机扭矩。
在本技术方案中，降扭调速进程信息G可以由TCU计算得到，其范围为0～100％。当G＝0时，表征目标车辆恰好处于动力升挡降扭调速阶段的初始时刻或未处于动力升挡发动机降扭调速阶段。当G＝100％时，表征目标车辆恰好处于动力升挡发动机降扭调速阶段的完成时刻。当0<G<100％时，表征目标车辆处于动力升挡发动机降扭调速过程中。
示例性的，根据降扭调速进程信息G得到调速进程系数γp，如表3所示，表3为降扭调速进程信息G与调速进程系数γp的对应关系表。
表3降扭调速进程信息与调速进程系数的对应关系表
其中，调速进程系数γpk(k＝1,2,……,6)的范围为0～1，用以保证发动机降扭调速过程的准确进入和退出。
在动力升挡发动机降扭调速阶段的初始时刻，再次参见图2，图2中K点，即，降扭调速进程信息G＝0时，调速进程系数γp应为1，以获得较大的发动机降扭量，使目标车辆在动力升挡发动机降扭调速阶段的初期能够实现快速的发动机降扭调速，因此，对应的调速进程系数γp1＝1。在动力升挡发动机降扭调速阶段的完成时刻，再次参见图2，图2中Q点，即，降扭量调速进程信息G＝100％时，调速进程系数γp应为0，以实现动力升挡发动机降扭调速阶段完成时变速器降扭请求的精准退出，变速器降扭请求的退出时刻点如图2中R点所示，因此γp6＝0，图2中Q点与R点精准对应。其余γp2～γp5可根据目标车辆动力升挡换挡品质及发动机降扭调速阶段时间的表现进行标定获得，但总体趋势应为逐渐减小的。
示例性的，基于调速进程系数γpk(k＝1,2,……,6)和第一修正降扭量Trc的乘 积，得到第二修正降扭量Trp。
第二修正降扭量Trp可以根据以下公式确定：
Trp＝Trc*γpk(k＝1,2,......,6)
其中，Trp表示第二修正降扭量，Trc表示第一修正降扭量，γpk(k＝1,2,……,6)表示调速进程系数。
在此基础上，根据目标车辆的非变速器干预发动机扭矩Tum和第二修正降扭量Trp的差值，可以得到目标车辆所对应的待使用发动机降扭需求量Trrb。
示例性的，待使用发动机降扭需求量Trrb可以基于以下公式确定：
Trrb＝Tum-Trp
其中，Trrb表示待使用发动机降扭需求量，Tum表示非变速器干预发动机扭矩，Trp表示第二修正降扭量。
在实际应用中，如图5所示，非变速器干预发动机扭矩Tum是指目标车辆在不响应自动变速器控制单元发出的扭矩请求下的发动机扭矩，因此，对于动力升挡而言，当没有变速器降扭请求时，非变速器干预发动机扭矩Tum就等于发动机扭矩。而在发动机降扭调速阶段，TCU会发出降扭请求，此时发动机扭矩会响应变速器降扭请求而下降，非变速器干预发动机扭矩Tum则不会响应变速器降扭请求，其值仍然为根据如油门踏板开度、发动机转速、发动机附件扭矩损失等实时车况参数确定的发动机扭矩，即动力升挡发动机降扭调速阶段的非变速器干预发动机扭矩Tum等于假如发动机在此阶段不响应变速器扭矩请求时的发动机扭矩。
S240、根据目标车辆对应的至少一个扭矩测试结果，确定目标车辆的离合器保护扭矩。
S250、根据待使用发动机降扭需求量和离合器保护扭矩，确定与目标车辆相对应的目标发动机降扭需求量。
本申请实施例的技术方案，根据目标车辆的车轮的轮速信息，确定目标车 辆对应的车辆行驶状态；当目标车辆处于车辆打滑状态且进行动力升挡时，根据目标车辆的至少一个车辆运行信息，确定目标车辆所对应的待使用发动机降扭需求量；根据目标车辆对应的至少一个扭矩测试结果，确定目标车辆的离合器保护扭矩；根据待使用发动机降扭需求量和离合器保护扭矩，确定与目标车辆相对应的目标发动机降扭需求量。解决了基于相关技术中的动力升挡降扭控制策略确定的车辆在高附着力路面工况进行动力升挡时的发动机降扭需求量，不适用于车辆在低附着力路面处于打滑状态进行同样的动力升挡时所对应的发动机降扭需求量，导致在低附着力路面处于车辆打滑状态的车辆进行动力升挡时的发动机降扭需求量计算不准确，进而导致车辆动力升挡过程不平顺以及离合器耐久性差的问题。达到了准确地计算车辆在低附着力路面处于打滑状态进行动力升挡时的发动机降扭需求量，以保障车辆动力升挡过程的平顺性以及车辆离合器的耐久性的效果。
实施例三
图6为本申请实施例三提供的一种发动机降扭需求量确定装置的结构示意图。如图6所示，该装置包括：行驶状态确定模块310、待使用降扭需求量确定模块320、保护扭矩确定模块330和目标降扭需求量确定模块340。
其中，行驶状态确定模块310，设置为根据目标车辆的车轮的轮速信息，确定目标车辆对应的车辆行驶状态；其中，车辆行驶状态包括车辆打滑状态或车辆不打滑状态；
待使用降扭需求量确定模块320，设置为当目标车辆处于车辆打滑状态且进行动力升挡时，根据目标车辆的至少一个车辆运行信息，确定目标车辆所对应的待使用发动机降扭需求量；
保护扭矩确定模块330，设置为根据目标车辆对应的至少一个扭矩测试结果，确定目标车辆的离合器保护扭矩；其中，扭矩测试结果为车辆离合器对应的离合器保护扭矩测试结果；
目标降扭需求量确定模块340，设置为根据待使用发动机降扭需求量和离合器保护扭矩，确定与目标车辆相对应的目标发动机降扭需求量。
本申请实施例的技术方案，根据目标车辆的车轮的轮速信息，确定目标车辆对应的车辆行驶状态；当目标车辆处于车辆打滑状态且进行动力升挡时，根据目标车辆的至少一个车辆运行信息，确定目标车辆所对应的待使用发动机降扭需求量；根据目标车辆对应的至少一个扭矩测试结果，确定目标车辆的离合器保护扭矩；根据待使用发动机降扭需求量和离合器保护扭矩，确定与目标车辆相对应的目标发动机降扭需求量。解决了基于相关技术中的动力升挡降扭控制策略确定的车辆在高附着力路面工况进行动力升挡时的发动机降扭需求量，不适用于车辆在低附着力路面处于打滑状态进行同样的动力升挡时所对应的发动机降扭需求量，导致在低附着力路面处于车辆打滑状态的车辆进行动力升挡时的发动机降扭需求量计算不准确，进而导致车辆动力升挡过程不平顺以及离合器耐久性差的问题。达到了准确地计算车辆在低附着力路面处于打滑状态进行动力升挡时的发动机降扭需求量，以保障车辆动力升挡过程的平顺性以及车辆离合器的耐久性的效果。
可选的，行驶状态确定模块包括：打滑率确定子模块，设置为根据目标车辆的轮速信息，确定目标车辆对应的车辆打滑率；
第一状态确定子模块，设置为若车辆打滑率大于打滑率阈值，则确定车辆行驶状态为车辆打滑状态；
第二状态确定子模块，设置为若车辆打滑率小于或等于打滑率阈值，则确定车辆行驶状态为车辆未打滑状态。
可选的，待使用降扭需求量确定模块包括：信息确定子模块，设置为获取目标车辆在当前时刻下的至少一个车辆运行信息，以及与目标车辆对应的第一映射表；其中，车辆运行信息包括实时车速信息、目标挡位信息、初始发动机扭矩、降扭量修正系数、降扭调速进程信息以及调速进程系数中的至少一种，第一映射表中记录有至少一组车速-目标挡位组合，以及所述至少一组车速-目标 挡位组合与降扭系数之间的对应关系；
待使用降扭需求量确定子模块，设置为基于至少一个车辆运行信息和第一映射表，确定目标车辆对应的待使用发动机降扭需求量。
可选的，待使用降扭需求量确定子模块包括：降扭系数确定单元，设置为基于第一映射表，确定目标车辆在实时车速信息和目标挡位信息下所对应的待使用降扭系数；
初始降扭量确定单元，设置为确定目标车辆在目标时刻对应的初始发动机扭矩，并根据初始发动机扭矩和待使用降扭系数的乘积，得到初始发动机降扭量；其中，目标时刻是指目标车辆进入发动机降扭调速阶段的时刻；
待使用降扭需求量确定单元，设置为对初始发动机降扭量进行降扭量修正，得到与目标车辆对应的待使用发动机降扭需求量。
可选的，待使用降扭需求量确定单元包括：修正系数确定子单元，设置为根据目标车辆对应的车辆打滑率，确定目标车辆对应的待使用修正系数；
第一修正降扭量确定子单元，设置为根据待使用修正系数和初始发动机降扭量的乘积，得到第一修正降扭量；
待使用降扭需求量确定子单元，设置为对第一修正降扭量进行二次修正，得到第二修正降扭量，并基于第二修正降扭量确定与目标车辆对应的待使用发动机降扭需求量。
可选的，待使用降扭需求量确定子单元，设置为根据降扭调速进程信息，确定目标车辆对应的调速进程系数；基于调速进程系数和第一修正降扭量的乘积，得到第二修正降扭量；根据非变速器干预发动机扭矩和第二修正降扭量的差值，得到待使用发动机降扭需求量；其中，非变速器干预发动机扭矩是指目标车辆在不响应自动变速器控制单元发出的扭矩请求下的发动机扭矩。
可选的，目标降扭需求量确定模块包括：激活状态确定子模块，设置为根据目标车辆的至少一个车辆关联信息，确定目标车辆的车辆离合器所对应的离合器保护扭矩控制策略的激活状态；其中，车辆关联信息包括车辆打滑率、油 门踏板开度信息、发动机降扭调速进程信息、液力变矩器涡轮转速信息、离合器打滑信息以及车辆打滑率变化率信息中的至少一种，激活状态包括需激活状态或不激活状态；
目标降扭需求量确定子模块，设置为根据激活状态，确定目标车辆对应的目标发动机降扭需求量。
可选的，目标降扭需求量确定子模块，包括：第一目标降扭需求量确定单元，设置为若激活状态为需激活状态，则根据待使用发动机降扭需求量和离合器保护扭矩的比较结果，确定目标车辆的目标发动机降扭需求量；
第二目标降扭需求量确定单元，设置为若激活状态为不激活状态，则将待使用发动机降扭需求量确定为目标发动机降扭需求量。
本申请实施例所提供的发动机降扭需求量确定装置可执行本申请任意实施例所提供的发动机降扭需求量确定方法，具备执行方法相应的功能模块。
实施例四
图7示出了本申请的实施例的电子设备10的结构示意图。电子设备旨在表示各种形式的数字计算机，诸如，膝上型计算机、台式计算机、工作台、个人数字助理、服务器、刀片式服务器、大型计算机以及其它适合的计算机。电子设备还可以表示各种形式的移动装置，诸如，个人数字处理、蜂窝电话、智能电话、可穿戴设备(如头盔、眼镜、手表等)和其它类似的计算装置。本文所示的部件及其之间的连接和关系，以及它们的功能仅仅作为示例，并不意在限制本文中描述的和/或者要求的本申请的实现。
如图7所示，电子设备10包括至少一个处理器11，以及与至少一个处理器11通信连接的存储器，如只读存储器(Read-Only Memory，ROM)12、随机访问存储器(Random Access Memory，RAM)13等，其中，存储器存储有可被至少一个处理器执行的计算机程序，处理器11可以根据存储在只读存储器(ROM)12中的计算机程序或者从存储单元18加载到随机访问存储器(RAM)13中的 计算机程序，来执行各种适当的动作和处理。在RAM 13中，还可存储电子设备10操作所需的各种程序和数据。处理器11、ROM 12以及RAM 13通过总线14彼此相连。输入/输出(Input/Output，I/O)接口15也连接至总线14。
电子设备10中的多个部件连接至I/O接口15，包括：输入单元16，例如键盘、鼠标等；输出单元17，例如各种类型的显示器、扬声器等；存储单元18，例如磁盘、光盘等；以及通信单元19，例如网卡、调制解调器、无线通信收发机等。通信单元19允许电子设备10通过诸如因特网的计算机网络和/或各种电信网络与其他设备交换信息/数据。
处理器11可以是各种具有处理和计算能力的通用和/或专用处理组件。处理器11的一些示例包括但不限于中央处理单元(Central Processing Unit，CPU)、图形处理单元(Graphics Processing Unit，GPU)、各种专用的人工智能(Artificial Intelligence，AI)计算芯片、各种运行机器学习模型算法的处理器、数字信号处理器(Digital Signal Process，DSP)以及任何适当的处理器、控制器、微控制器等。处理器11执行上文所描述的各个方法和处理，例如发动机降扭需求量确定方法。
在一些实施例中，发动机降扭需求量确定方法可被实现为计算机程序，其被有形地包含于计算机可读存储介质，例如存储单元18。在一些实施例中，计算机程序的部分或者全部可以经由ROM 12和/或通信单元19而被载入和/或安装到电子设备10上。当计算机程序加载到RAM 13并由处理器11执行时，可以执行上文描述的发动机降扭需求量确定方法的一个或多个步骤。备选地，在其他实施例中，处理器11可以通过其他任何适当的方式(例如，借助于固件)而被配置为执行发动机降扭需求量确定方法。
本文中以上描述的系统和技术的各种实施方式可以在数字电子电路系统、集成电路系统、场可编程门阵列(Field Programmable Gate Array，FPGA)、专用集成电路(Application Specific Integrated Circuit，ASIC)、专用标准产品(Application Specific Standard Parts，ASSP)、芯片上系统的系统(System on  Chip，SOC)、负载可编程逻辑设备(Complex Programmable Logic Device，CPLD)、计算机硬件、固件、软件和/或它们的组合中实现。这些各种实施方式可以包括：实施在一个或者多个计算机程序中，该一个或者多个计算机程序可在包括至少一个可编程处理器的可编程系统上执行和/或解释，该可编程处理器可以是专用或者通用可编程处理器，可以从存储系统、至少一个输入装置、和至少一个输出装置接收数据和指令，并且将数据和指令传输至该存储系统、该至少一个输入装置、和该至少一个输出装置。
用于实施本申请的发动机降扭需求量确定方法的计算机程序可以采用一个或多个编程语言的任何组合来编写。这些计算机程序可以提供给通用计算机、专用计算机或其他可编程数据处理装置的处理器，使得计算机程序由处理器执行时使流程图和/或框图中所规定的功能/操作被实施。计算机程序可以完全在机器上执行、部分地在机器上执行，作为独立软件包部分地在机器上执行且部分地在远程机器上执行或完全在远程机器或服务器上执行。
在本申请的上下文中，计算机可读存储介质可以是有形的介质，其可以包含或存储以供指令执行系统、装置或设备使用或与指令执行系统、装置或设备结合地使用的计算机程序。计算机可读存储介质可以包括但不限于电子的、磁性的、光学的、电磁的、红外的或半导体系统、装置或设备，或者上述内容的任何合适组合。备选地，计算机可读存储介质可以是机器可读信号介质。机器可读存储介质的更具体示例包括基于一根或多根线的电气连接、便携式计算机盘、硬盘、随机存取存储器(RAM)、只读存储器(ROM)、可擦除可编程只读存储器(EPROM(Erasable Programmable Read-Only Memory)或快闪存储器)、光纤、便捷式紧凑盘只读存储器(Compact Disc Read-Only Memory，CD-ROM)、光学储存设备、磁储存设备或上述内容的任何合适组合。
为了提供与用户的交互，可以在电子设备上实施此处描述的系统和技术，该电子设备具有：用于向用户显示信息的显示装置(例如，CRT(Cathode Ray Tube，阴极射线管)或者LCD(Liquid Crystal Display，液晶显示器)监视器)；以及 键盘和指向装置(例如，鼠标或者轨迹球)，用户可以通过该键盘和该指向装置将输入提供给电子设备。其它种类的装置还可以用于提供与用户的交互；例如，提供给用户的反馈可以是任何形式的传感反馈(例如，视觉反馈、听觉反馈或者触觉反馈)；并且可以用任何形式(包括声输入、语音输入或者触觉输入)接收来自用户的输入。
可以将此处描述的系统和技术实施在包括后台部件的计算系统(例如，作为数据服务器)、或者包括中间件部件的计算系统(例如，应用服务器)、或者包括前端部件的计算系统(例如，具有图形用户界面或者网络浏览器的用户计算机，用户可以通过该图形用户界面或者该网络浏览器来与此处描述的系统和技术的实施方式交互)、或者包括这种后台部件、中间件部件或者前端部件的任何组合的计算系统中。可以通过任何形式或者介质的数字数据通信(例如，通信网络)来将系统的部件相互连接。通信网络的示例包括：局域网(Local Area Network，LAN)、广域网(Wide Area Network，WAN)、区块链网络和互联网。
计算系统可以包括客户端和服务器。客户端和服务器一般远离彼此并且通常通过通信网络进行交互。通过在相应的计算机上运行彼此具有客户端-服务器关系的计算机程序来产生客户端和服务器的关系。服务器可以是云服务器，又称为云计算服务器或云主机，是云计算服务体系中的一项主机产品，以解决传统物理主机与虚拟专用服务器(Virtual Private Server，VPS)服务中存在的管理难度大、业务扩展性弱的缺陷。
应该理解，可以使用上面所示的各种形式的流程，重新排序、增加或删除步骤。例如，本申请中记载的各步骤可以并行地执行也可以顺序地执行也可以不同的次序执行，只要能够实现本申请的技术方案所期望的结果，本文在此不进行限制。
上述具体实施方式，并不构成对本申请保护范围的限制。本领域技术人员应该明白的是，根据设计要求和其他因素，可以进行各种修改、组合、子组合和替代。任何在本申请的精神和原则之内所作的修改、等同替换和改进等，均 应包含在本申请保护范围之内。

Claims (10)

  1. 一种发动机降扭需求量确定方法，包括：
    根据目标车辆的车轮的轮速信息，确定所述目标车辆对应的车辆行驶状态；其中，所述车辆行驶状态包括车辆打滑状态或车辆不打滑状态；
    当所述目标车辆处于所述车辆打滑状态且进行动力升挡时，根据所述目标车辆的至少一个车辆运行信息，确定所述目标车辆所对应的待使用发动机降扭需求量；
    根据所述目标车辆对应的至少一个扭矩测试结果，确定所述目标车辆的离合器保护扭矩；其中，所述扭矩测试结果为所述车辆离合器对应的离合器保护扭矩测试结果；
    根据所述待使用发动机降扭需求量和所述离合器保护扭矩，确定与所述目标车辆相对应的目标发动机降扭需求量。
  2. 根据权利要求1所述的方法，其中，所述根据目标车辆的车轮的轮速信息，确定所述目标车辆对应的车辆行驶状态，包括：
    根据所述目标车辆的轮速信息，确定所述目标车辆对应的车辆打滑率；
    若所述车辆打滑率大于打滑率阈值，则确定所述车辆行驶状态为所述车辆打滑状态；
    若所述车辆打滑率小于或等于所述打滑率阈值，则确定所述车辆行驶状态为所述车辆未打滑状态。
  3. 根据权利要求1所述的方法，其中，所述根据所述目标车辆的至少一个车辆运行信息，确定所述目标车辆所对应的待使用发动机降扭需求量，包括：
    获取所述目标车辆在当前时刻下的至少一个车辆运行信息，以及与所述目标车辆对应的第一映射表；其中，所述车辆运行信息包括实时车速信息、目标挡位信息、初始发动机扭矩、降扭量修正系数、降扭调速进程信息以及调速进程系数中的至少一种，所述第一映射表中记录有至少一组车速-目标挡位组合，以及所述至少一组车速-目标挡位组合与降扭系数之间的对应关系；
    基于至少一个所述车辆运行信息和所述第一映射表，确定所述目标车辆对 应的待使用发动机降扭需求量。
  4. 根据权利要求3所述的方法，其中，所述基于至少一个所述车辆运行信息和所述第一映射表，确定所述目标车辆对应的待使用发动机降扭需求量，包括：
    基于所述第一映射表，确定所述目标车辆在所述实时车速信息和所述目标挡位信息下所对应的待使用降扭系数；
    确定所述目标车辆在目标时刻对应的初始发动机扭矩，并根据所述初始发动机扭矩和所述待使用降扭系数的乘积，得到初始发动机降扭量；其中，所述目标时刻是指所述目标车辆进入动力升挡发动机降扭调速阶段的时刻；
    对所述初始发动机降扭量进行降扭量修正，得到与所述目标车辆对应的待使用发动机降扭需求量。
  5. 根据权利要求4所述的方法，其中，所述对所述初始发动机降扭量进行降扭量修正，得到与所述目标车辆对应的待使用发动机降扭需求量，包括：
    根据所述目标车辆对应的车辆打滑率，确定所述目标车辆对应的待使用修正系数；
    根据所述待使用修正系数和所述初始发动机降扭量的乘积，得到第一修正降扭量；
    对所述第一修正降扭量进行二次修正，得到第二修正降扭量，并基于所述第二修正降扭量确定与所述目标车辆对应的待使用发动机降扭需求量。
  6. 根据权利要求5所述的方法，其中，所述对所述第一修正降扭量进行二次修正，得到第二修正降扭量，并基于所述第二修正降扭量确定与所述目标车辆对应的待使用发动机降扭需求量，包括：
    根据所述降扭调速进程信息，确定所述目标车辆对应的调速进程系数；
    基于所述调速进程系数和所述第一修正降扭量的乘积，得到所述第二修正降扭量；
    根据非变速器干预发动机扭矩和所述第二修正降扭量的差值，得到所述待 使用发动机降扭需求量；其中，所述非变速器干预发动机扭矩是指所述目标车辆在不响应自动变速器控制单元发出的扭矩请求下的发动机扭矩。
  7. 根据权利要求1所述的方法，其中，所述根据所述待使用发动机降扭需求量和所述离合器保护扭矩，确定与所述目标车辆相对应的目标发动机降扭需求量，包括：
    根据所述目标车辆的至少一个车辆关联信息，确定所述目标车辆的车辆离合器所对应的离合器保护扭矩控制策略的激活状态；其中，所述车辆关联信息包括车辆打滑率、油门踏板开度信息、降扭调速进程信息、液力变矩器涡轮转速信息、离合器打滑信息以及车辆打滑率变化率信息中的至少一种，所述激活状态包括需激活状态或不激活状态；
    根据所述激活状态，确定所述目标车辆对应的目标发动机降扭需求量。
  8. 根据权利要求7所述的方法，其中，所述根据所述激活状态，确定所述目标车辆对应的目标发动机降扭需求量，包括：
    若所述激活状态为所述需激活状态，则根据所述待使用发动机降扭需求量和所述离合器保护扭矩的比较结果，确定所述目标车辆的目标发动机降扭需求量；
    若所述激活状态为所述不激活状态，则将所述待使用发动机降扭需求量确定为所述目标发动机降扭需求量。
  9. 一种发动机降扭需求量确定装置，包括：
    行驶状态确定模块，设置为根据目标车辆的车轮的轮速信息，确定所述目标车辆对应的车辆行驶状态；其中，所述车辆行驶状态包括车辆打滑状态或车辆不打滑状态；
    待使用降扭需求量确定模块，设置为当所述目标车辆处于所述车辆打滑状态且进行动力升挡时，根据所述目标车辆的至少一个车辆运行信息，确定所述目标车辆所对应的待使用发动机降扭需求量；
    保护扭矩确定模块，设置为根据所述目标车辆对应的至少一个扭矩测试结 果，确定所述目标车辆的离合器保护扭矩；其中，所述扭矩测试结果为所述车辆离合器对应的离合器保护扭矩测试结果；
    目标降扭需求量确定模块，设置为根据所述待使用发动机降扭需求量和所述离合器保护扭矩，确定与所述目标车辆相对应的目标发动机降扭需求量。
  10. 一种电子设备，包括：
    至少一个处理器；以及
    与所述至少一个处理器通信连接的存储器；其中，
    所述存储器存储有可被所述至少一个处理器执行的计算机程序，所述计算机程序被所述至少一个处理器执行，以使所述至少一个处理器能够执行权利要求1-8中任一项所述的发动机降扭需求量确定方法。
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