Torque control method and device for vehicle

Abstract

A torque control method and device for a vehicle, the method comprising: controlling a first vehicle to output a first torque under a first traffic condition to drive the first vehicle to accelerate, the first traffic condition comprising at least one of the following items: a second vehicle in front of the first vehicle is not started; the traffic control signal indicates that vehicles are forbidden to pass; or the speed of the second vehicle is smaller than that of a third vehicle in front of the second vehicle; therefore, the time for accelerating the first vehicle to the proper starting speed is prolonged equivalently, so that the first vehicle can output lower torque to control the acceleration of the vehicle, and the starting energy consumption is reduced; and moreover, the vehicle acceleration is controlled at a relatively low torque, so that the driving stability of the vehicle can be kept, the probability of carsickness of passengers can be reduced, and relatively good driving experience is brought to the passengers.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent driving, in particular to a torque control method and device for a vehicle. BACKGROUND

[0002] In an urban traffic environment, an assisted driving vehicle or an autonomous driving vehicle needs to stop or start according to the state of a traffic control signal; in the case where the traffic control signal indicates that vehicles are prohibited from passing, the assisted driving vehicle or the autonomous driving vehicle will stop and wait to start; in the case where the traffic control signal indicates that vehicles are allowed to pass, the assisted driving vehicle or the autonomous driving vehicle can rapidly accelerate from 0 to a suitable starting speed.

[0003] Generally, when the assisted driving vehicle or the autonomous driving vehicle accelerates from 0 to a suitable starting speed, a large torque (i.e., a large throttle start) is used to shorten the starting time, which results in a large energy consumption at the start; therefore, there is an urgent need for a torque control scheme that can reduce energy consumption at the start of a vehicle. SUMMARY

[0004] The present application provides a torque control method for a vehicle, which is used to reduce the energy consumption at the start. The present application also provides a corresponding device, a computer readable storage medium, and a computer program product, etc.

[0005] The first aspect of the present application provides a torque control method for a vehicle, comprising: obtaining environment information; wherein the environment information is used to indicate a first traffic condition; and controlling a first vehicle to output a first torque under the first traffic condition according to the environment information; wherein the first torque is used to drive the first vehicle to accelerate, and the first traffic condition comprises at least one of the following: a second vehicle in front of the first vehicle has not started; a traffic control signal indicates that vehicles are prohibited from passing; or a speed of the second vehicle is less than a speed of a third vehicle in front of the second vehicle.

[0006] In the present application, the environment information can comprise at least one of the following: a distance between the first vehicle and the second vehicle in front of the first vehicle; a state of an indicator light of the second vehicle; a speed of the second vehicle; an acceleration of the second vehicle; a traffic control signal; a speed of the third vehicle in front of the second vehicle; an acceleration of the third vehicle; or a state of an indicator light of the third vehicle.

[0007] The second vehicle in front of the first vehicle refers to a vehicle closest to the first vehicle in an intended travel direction of the first vehicle; for example, if the intended travel direction of the first vehicle is from the rear of the first vehicle to the front of the first vehicle, the second vehicle refers to the first vehicle in front of the first vehicle; for another example, if the intended travel direction of the first vehicle is from the front of the first vehicle to the rear of the first vehicle, the second vehicle refers to the first vehicle behind the first vehicle.

[0008] The third vehicle in front of the second vehicle refers to a vehicle closest to the second vehicle in an expected travel direction of the first vehicle. For example, if the expected travel direction of the first vehicle is from the rear of the first vehicle to the front of the first vehicle, the third vehicle refers to the first vehicle in front of the second vehicle. For another example, if the expected travel direction of the first vehicle is from the front of the first vehicle to the rear of the first vehicle, the third vehicle refers to the first vehicle behind the second vehicle.

[0009] The traffic control signal can indicate that the vehicle is allowed to pass, or can indicate that the vehicle is prohibited to pass.

[0010] The traffic control signal can be, for example, a lighting state of a traffic signal indicator. For example, when the lighting state of the traffic signal indicator is red, it can indicate that the vehicle is prohibited to pass; when the lighting state of the traffic signal indicator is green, it can indicate that the vehicle is allowed to pass.

[0011] The traffic control signal can also be, for example, a command of a traffic police. For example, when the traffic police gives a command of stopping (or parking) (such as through gestures, whistles, signs, orders, etc.), it can indicate that the vehicle is prohibited to pass; when the traffic police gives a command of passing (such as through gestures, whistles, signs, orders, etc.), it can indicate that the vehicle is allowed to pass.

[0012] In the present application, the environmental information can be obtained by a sensor provided on the first vehicle. The sensor can include a radar (such as a millimeter wave radar, a traditional radar, a laser radar, etc.), and / or a camera acquisition device (such as a monocular camera or a multi-view camera). Of course, other sensors can also be included, which are not limited in the present application.

[0013] The environmental information is used to indicate the first traffic condition, which means that the current environment can be determined according to the environmental information whether it meets the first traffic condition.

[0014] In the present application, the first vehicle can be controlled to output a first torque under the first traffic condition. The first torque can be used to drive the first vehicle to accelerate. It should be understood that the first torque is greater than or equal to the minimum torque required for the first vehicle to start, that is, the first torque can overcome the resistance to the movement of the first vehicle.

[0015] In the prior art, the first vehicle will not accelerate under the first traffic condition, while in the present application, the first vehicle is driven to accelerate under the first traffic condition. That is, in the present application, the first vehicle is driven to accelerate in advance, which is equivalent to extending the time for the first vehicle to accelerate to a suitable speed.

[0016] The scheme provided by the first aspect can control the first vehicle to accelerate in the case that the second vehicle in front of the first vehicle does not start, or the traffic control signal indicates that the vehicle is prohibited to pass, or the speed of the second vehicle is less than the speed of the third vehicle in front of the second vehicle, which is equivalent to extending the time for the first vehicle to accelerate to a proper starting speed. Thus, the first vehicle can output a lower torque to control the vehicle to accelerate, which helps to reduce the energy consumption of starting. In addition, controlling the vehicle to accelerate with a lower torque can maintain the stability of vehicle driving, which helps to reduce the probability of passenger car sickness and brings a better driving experience to passengers.

[0017] In a possible implementation, the environment information is further used to indicate a second traffic condition, and the method further includes: controlling the first vehicle to output a first torque according to the second traffic condition; and wherein the second traffic condition includes at least one of the following: the traffic control signal indicates that the vehicle is allowed to pass after N seconds; the opposite vehicle of the first vehicle starts; or the third vehicle starts or accelerates.

[0018] wherein N is an integer greater than 0, and the specific value of N can be set according to actual needs; for example, N can be set to 5 seconds, 3 seconds, etc., which is not limited in the present application.

[0019] wherein the traffic control signal can be the state of a traffic signal indicator, and in the case that the state of the traffic signal indicator is red light and the traffic signal indicator displays a countdown, it can be considered that the traffic control signal indicates that the vehicle is allowed to pass after the countdown ends; for example, the lighting state of the traffic signal indicator is red light, and the traffic signal indicator displays 3 seconds (i.e. 3 seconds countdown), which can be considered that the traffic control signal indicates that the vehicle is allowed to pass after 3 seconds, i.e. the traffic control signal indicates that the vehicle is allowed to pass after 3 seconds.

[0020] wherein the opposite vehicle of the first vehicle refers to a vehicle whose expected direction of travel is opposite to the expected direction of travel of the first vehicle; for example, the expected direction of travel of the first vehicle is from the rear of the first vehicle to the front of the first vehicle, and the opposite vehicle of the first vehicle is a vehicle whose expected direction of travel is the direction behind the first vehicle; for another example, the expected direction of travel of the first vehicle is from the front of the first vehicle to the rear of the first vehicle, and the opposite vehicle of the first vehicle is a vehicle whose expected direction of travel is from the rear of the first vehicle to the front of the first vehicle.

[0021] It should be understood that the starting or acceleration of the third vehicle generally means that the second vehicle is about to start or accelerate.

[0022] In the present application, the environment information used to indicate the second traffic condition means that the current environment can be determined according to the environment information whether it meets the second traffic condition.

[0023] In the possible implementation, the first vehicle can be controlled to accelerate in the case that the traffic control signal indicates that the vehicle is allowed to pass after N seconds, or the opposite vehicle of the first vehicle starts, or the third vehicle starts or accelerates; that is, the first vehicle is driven to accelerate in advance in the case that it is detected that the first vehicle needs to be controlled to accelerate, which is equivalent to extending the time for the first vehicle to accelerate to a proper starting speed, so that the first vehicle can output a lower torque to control the vehicle to accelerate, which helps to reduce the energy consumption of starting; and the lower torque to control the vehicle to accelerate can keep the driving of the vehicle smooth, which helps to reduce the probability of passenger car sickness and brings a better driving experience to the passengers.

[0024] In a possible implementation, the state of the first vehicle is a static state.

[0025] In the present application, the state of the first vehicle is a static state, that is, the speed of the first vehicle is 0; for example, the first vehicle stops in the case that the state of the traffic signal light is red; for another example, the first vehicle also stops in the case that the second vehicle in front of the first vehicle stops.

[0026] In the possible implementation, in the case that the state of the first vehicle is a static state, the first vehicle can be driven to accelerate according to the environmental information, which is beneficial to the first vehicle to make a starting decision according to the actual environment.

[0027] In a possible implementation, the method further includes determining a first time, the first time being a time for the first vehicle to output the first torque under the first traffic condition.

[0028] In the possible implementation, the first time can be determined, and the first vehicle is controlled to output the first torque at the first time, which helps to accurately control the starting of the vehicle.

[0029] In a possible implementation, before the first vehicle is controlled to output the first torque under the first traffic condition according to the environmental information, the method further includes determining a first power consumption corresponding to acceleration from 0 to a first speed in a first time period and a second power consumption corresponding to acceleration from 0 to the first speed in a second time period; the first time period is a time period between the first time and a third time, the third time being a time for the first vehicle to accelerate to the first speed, the second time period is a time period between a second time and the third time, the first time being earlier than the second time; in the case that the first power consumption is less than or equal to the second power consumption, the first vehicle is controlled to output the first torque.

[0030] The first speed is the speed of the starting of the first vehicle, and the specific value of the first speed can be set according to actual needs, which is not limited in the present application; for example, the first speed can be set as 5 kilometers per hour (km / h), 8 km / h, 10 km / h, etc.

[0031] The second time can be a time indicated by a traffic control signal to allow the vehicle to pass, or a time when a second vehicle in front of the first vehicle starts; that is, the second time is a time in the prior art for controlling the first vehicle to accelerate, a second time period between the second time and the third time is a time period in the prior art for controlling the first vehicle to accelerate from 0 to the first speed, and the second power consumption corresponding to the second time period is a power consumption in the prior art for the first vehicle to accelerate from 0 to the first speed.

[0032] In the present application, before driving the first vehicle to accelerate at the first time, it can be further determined whether the power consumption corresponding to driving the first vehicle to accelerate at the first time is less than or equal to the power consumption corresponding to driving the first vehicle to accelerate at the second time; that is, it is further determined whether the power consumption corresponding to the start of the vehicle in the present application is less than or equal to the power consumption corresponding to the start of the vehicle in the prior art.

[0033] In this possible implementation manner, it can be further determined whether the power consumption corresponding to the start of the vehicle in the present application is less than or equal to the power consumption corresponding to the start of the vehicle in the prior art, and in a case where it is determined that the power consumption corresponding to the present application is less than or equal to the power consumption corresponding to the prior art, the first vehicle is controlled to output the first torque; accordingly, the scheme of starting early can be more carefully implemented, and it is ensured that the energy consumption of starting is not greater than the energy consumption of the prior scheme.

[0034] In one possible implementation manner, the method further includes: in a case where the motion state of the first vehicle is out of a range of the first safety limit, controlling the first vehicle to decelerate.

[0035] In this possible implementation manner, the first vehicle can be controlled to move within the range of the first safety limit, which helps to ensure the safety of vehicle driving and improve the usability of the torque control method of the vehicle.

[0036] In one possible implementation manner, the first safety limit includes at least one of the following:

[0037] The distance between the first vehicle and the second vehicle is greater than a first threshold value;

[0038] The distance between the first vehicle and the traffic control line is greater than a second threshold value; or

[0039] The distance between the first vehicle and the traffic participant is greater than a third threshold value.

[0040] The specific values of the first threshold value, the second threshold value and the third threshold value can be set according to actual needs, and the present application does not limit this.

[0041] The traffic control line can include a pedestrian crossing, a traffic stop line, a parking yield line and the like.

[0042] The traffic participants can include pedestrians, animals, traffic police, road workers, and the like.

[0043] In the present application, if the first safety limit includes that the distance between the first vehicle and the second vehicle is greater than the first threshold value, when the distance between the first vehicle and the second vehicle is greater than the first threshold value, it can be considered that the motion state of the first vehicle is within the range of the first safety limit; when the distance between the first vehicle and the second vehicle is less than or equal to the first threshold value, it can be considered that the motion state of the first vehicle is out of the range of the first safety limit, at this time, the first vehicle needs to be controlled to decelerate.

[0044] In the present application, if the first safety limit includes that the distance between the first vehicle and the traffic control line is greater than the second threshold value, when the distance between the first vehicle and the traffic control line is greater than the second threshold value, it can be considered that the motion state of the first vehicle is within the range of the first safety limit; when the distance between the first vehicle and the traffic control line is less than or equal to the second threshold value, it can be considered that the motion state of the first vehicle is out of the range of the first safety limit, at this time, the first vehicle needs to be controlled to decelerate.

[0045] In the present application, if the first safety limit includes that the distance between the first vehicle and the traffic participant is greater than the third threshold value, when the distance between the first vehicle and the traffic participant is greater than the third threshold value, it can be considered that the motion state of the first vehicle is within the range of the first safety limit; when the distance between the first vehicle and the traffic participant is less than or equal to the third threshold value, it can be considered that the motion state of the first vehicle is out of the range of the first safety limit, at this time, the first vehicle needs to be controlled to decelerate.

[0046] In this possible implementation manner, the range of the first safety limit is specifically defined, the boundary of the vehicle torque control method is clear, which helps to guarantee the safety and compliance of vehicle driving, and improves the usability of the vehicle torque control method.

[0047] In a possible implementation manner, the first threshold value is greater than or equal to the distance of the first vehicle braking.

[0048] The distance of the first vehicle braking can be calculated based on the speed, reaction time, friction coefficient and the like.

[0049] In the present application, the first threshold value can be equal to the distance of the first vehicle braking, or the first threshold value can be a value greater than the distance of the first vehicle braking; for example, the first threshold value can be the sum of the distance of the first vehicle braking and a to-be-calibrated distance (TBC), and the to-be-calibrated distance can be set according to actual needs, for example, the to-be-calibrated distance can be 3 meters, 5 meters, etc.

[0050] In this possible implementation manner, the first threshold value can be determined based on the distance of the first vehicle braking, which helps to guarantee the safety of the vehicle starting process.

[0051] In a possible implementation, the second threshold is greater than or equal to the distance of the braking of the first vehicle.

[0052] In this application, the second threshold can be equal to the distance of the braking of the first vehicle, or the second threshold can be a value greater than the distance of the braking of the first vehicle; for example, the second threshold can be the sum of the distance of the braking of the first vehicle and TBC.

[0053] In this possible implementation, the second threshold can be determined based on the distance of the braking of the first vehicle, which helps to ensure the safety of the vehicle starting process.

[0054] In a possible implementation, the third threshold is greater than or equal to the distance of the braking of the first vehicle.

[0055] In this application, the third threshold can be equal to the distance of the braking of the first vehicle, or the third threshold can be a value greater than the distance of the braking of the first vehicle; for example, the third threshold can be the sum of the distance of the braking of the first vehicle and TBC.

[0056] In this possible implementation, the third threshold can be determined based on the distance of the braking of the first vehicle, which helps to ensure the safety of the vehicle starting process.

[0057] The second aspect of the application provides a torque control device of a vehicle, the device comprising:

[0058] An acquisition module configured to acquire environment information; wherein the environment information is used to indicate a first traffic condition;

[0059] A first control module configured to control the first vehicle to output a first torque under the first traffic condition according to the environment information; wherein the first torque is used to drive the first vehicle to accelerate, and the first traffic condition comprises at least one of the following: a second vehicle in front of the first vehicle is not started; a traffic control signal indicates that vehicles are prohibited from passing; or a speed of the second vehicle is less than a speed of a third vehicle in front of the second vehicle.

[0060] In a possible implementation, the environment information is also used to indicate a second traffic condition, and the device further comprises:

[0061] A second control module configured to control the first vehicle to output the first torque according to the second traffic condition; wherein the second traffic condition comprises at least one of the following: the traffic control signal indicates that vehicles are allowed to pass after N seconds; an opposite vehicle of the first vehicle is started; or the third vehicle is started or accelerated.

[0062] In a possible implementation, the state of the first vehicle is a static state.

[0063] In a possible implementation, the device further comprises:

[0064] The first determining module is configured to determine a first time, the first time being a time at which the first vehicle outputs the first torque under the first traffic condition.

[0065] In a possible implementation, the apparatus further includes:

[0066] The second determining module is configured to determine a first power consumption corresponding to acceleration from 0 to the first speed in a first time period and a second power consumption corresponding to acceleration from 0 to the first speed in a second time period, wherein the first time period is a time period between the first time and a third time, the third time being a time at which the first vehicle accelerates to the first speed, the second time period is a time period between the second time and the third time, and the first time is earlier than the second time.

[0067] The third control module is configured to control the first vehicle to output the first torque in a case where the first power consumption is less than or equal to the second power consumption.

[0068] In a possible implementation, the apparatus further includes:

[0069] The fourth control module is configured to control the first vehicle to decelerate in a case where a motion state of the first vehicle is out of a range of the first safety limit.

[0070] In a possible implementation, the first safety limit includes at least one of:

[0071] The distance between the first vehicle and the second vehicle is greater than a first threshold value;

[0072] The distance between the first vehicle and the traffic control line is greater than a second threshold value; or

[0073] The distance between the first vehicle and the traffic participant is greater than a third threshold value.

[0074] In a possible implementation, the first threshold value is greater than or equal to a distance at which the first vehicle brakes.

[0075] In a possible implementation, the second threshold value is greater than or equal to a distance at which the first vehicle brakes.

[0076] In a possible implementation, the third threshold value is greater than or equal to a distance at which the first vehicle brakes.

[0077] The third aspect of the present application provides a computer readable storage medium, including computer instructions, when the computer instructions run on a computer, causing the computer to execute the first aspect or any one of the implementation manners in the first aspect.

[0078] The fourth aspect of the present application provides a computer program product comprising instructions which, when executed on a computer, cause the computer to perform the first aspect or any of the implementation manners of the first aspect.

[0079] The fifth aspect of the present application provides a chip device comprising a processor configured to invoke a program stored in a memory to cause the processor to perform the first aspect or any of the implementation manners of the first aspect, or to cause the processor to perform the second aspect or any of the implementation manners of the second aspect.

[0080] Optionally, the memory is located inside or outside the chip device.

[0081] The sixth aspect of the present application provides a vehicle comprising a processor configured to invoke a program stored in a memory to cause the processor to perform the first aspect or any of the implementation manners of the first aspect.

[0082] The technical effects brought by the second aspect or any of the implementation manners of the second aspect, and the third aspect to the sixth aspect can refer to the technical effects brought by the first aspect or any of the implementation manners of the first aspect, which will not be repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0083] Figures 1A-1D A plurality of example schematic diagrams of traffic control signals;

[0084] Figure 2 A schematic diagram of a following process of adaptive cruise control;

[0085] Figure 3 A schematic diagram of a decision-making process of adaptive cruise control;

[0086] Figure 4 A schematic flowchart of a torque control method of a vehicle provided by an embodiment of the present application;

[0087] Figures 5A-5B A plurality of example schematic diagrams of a second vehicle provided by an embodiment of the present application;

[0088] Figures 6A-6B A plurality of example schematic diagrams of a third vehicle provided by an embodiment of the present application;

[0089] Figure 7 A schematic diagram of a starting process provided by an embodiment of the present application;

[0090] Figures 8A-8C A plurality of example schematic diagrams of torque control of a vehicle under a first traffic condition provided by an embodiment of the present application;

[0091] Figure 9A schematic diagram of the opposite vehicle of the first vehicle provided for the embodiments of the present application;

[0092] Figure 10 Another schematic diagram of the starting process provided for the embodiments of the present application;

[0093] Figures 11A-11B A schematic diagram of a plurality of examples of the first time, the second time and the third time provided for the embodiments of the present application;

[0094] Figure 12 A schematic diagram of the first power consumption and the second power consumption comparison process provided for the embodiments of the present application;

[0095] Figure 13 A schematic diagram of the fourth time provided for the embodiments of the present application;

[0096] Figures 14A-14B A schematic diagram of the torque control process in the first application scenario provided for the embodiments of the present application;

[0097] Figures 15A-15B A schematic diagram of the torque control process in the second application scenario provided for the embodiments of the present application;

[0098] Figures 16A-16B A schematic diagram of the torque control process in the third application scenario provided for the embodiments of the present application;

[0099] Figures 17A-17C A schematic diagram of a plurality of examples of the first vehicle driving in the first safety limit range provided for the embodiments of the present application;

[0100] Figures 18A-18E A plurality of structural schematic diagrams of the torque control device of the vehicle provided for the embodiments of the present application;

[0101] Figure 19 A structural schematic diagram of the vehicle provided for the embodiments of the present application. DETAILED DESCRIPTION

[0102] The embodiments of the present application are described below in conjunction with the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, but not all the embodiments of the present application. Those skilled in the art can know that, with the development of technology and the appearance of new scenarios, the technical solutions provided by the embodiments of the present application are also applicable to similar technical problems.

[0103] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments described herein can be implemented in a sequence other than that illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0104] In urban traffic environments (such as city roads or highways), assisted driving vehicles or autonomous driving vehicles need to stop or start according to the status of traffic signal lights.

[0105] Traffic control signals can be, for example, the illumination status of traffic signal lights. For instance, when a traffic signal light is red, it indicates that vehicles are prohibited from passing; when a traffic signal light is green, it indicates that vehicles are allowed to pass.

[0106] like Figure 1A As shown, when the traffic signal indicator light is red, it indicates that vehicles are prohibited from passing. Assisted driving vehicles or autonomous driving vehicles can stop (represented by speed = 0 in the figure) and wait to start.

[0107] like Figure 1B As shown, when the traffic signal indicator light is green, it indicates that vehicles are allowed to pass. Assisted driving vehicles or autonomous driving vehicles can accelerate rapidly from 0 to a suitable starting speed (indicated by speed > 0 in the figure); for example, a vehicle can accelerate rapidly from 0 to 10 km / h in 2 seconds.

[0108] Traffic control signals can also be, for example, instructions from traffic police. When a traffic police officer gives a no-entry (or stop) instruction (such as through gestures, whistles, signs, or commands), it can indicate that vehicles are prohibited from passing. When a traffic police officer gives a pass instruction (such as through gestures, whistles, signs, or commands), it can indicate that vehicles are allowed to pass.

[0109] like Figure 1C As shown, when a traffic police officer makes a no-entry gesture, it can indicate that vehicles are prohibited from passing. Assisted driving vehicles or autonomous driving vehicles can stop (represented by speed = 0 in the figure) and wait to start.

[0110] like Figure 1DAs shown, when the traffic police make a passing gesture, the passing vehicle can be instructed to accelerate from 0 to a suitable starting speed (indicated by speed > 0 in the figure).

[0111] In actual driving scenarios, in addition to traffic control signals, the vehicle speed needs to be controlled according to the speed of the vehicle in front; when the vehicle 2 in front of the vehicle 1 stops or slows down, the vehicle 1 can also stop or slow down accordingly; when the vehicle 2 in front of the vehicle 1 starts or accelerates, the vehicle 1 can also start or accelerate accordingly.

[0112] For example, the vehicle 2 is a vehicle in front of the vehicle 1, and the vehicle 1 needs to control its own speed according to the speed of the vehicle 2, or in other words, the vehicle 1 needs to control the acceleration or deceleration of the vehicle 1 according to the distance between the vehicle 1 and the vehicle 2.

[0113] Figure 2 A schematic diagram of the vehicle 1 using adaptive cruise control (ACC) to follow the vehicle, including the perception and decision-making processes; the vehicle 1 can use sensors (such as radar or camera acquisition devices) to determine the state of the vehicle 1 and the vehicle 2 during driving, which can include the distance between the vehicle 1 and the vehicle 2, the speed of the vehicle 2, or the acceleration of the vehicle 2, etc. (this process is the perception process), and make a follow-up decision based on the state.

[0114] Figure 3 The decision-making process of the adaptive cruise control (ACC) of the vehicle 1; if the distance between the vehicle 1 and the vehicle 2 is greater than the ACC set follow-up distance, the vehicle 1 can accelerate; specifically, the vehicle 1 can calculate the driving torque according to the current speed, the set follow-up speed, the acceleration, the road slope, the resistance, etc. and output the driving torque to accelerate; if the distance between the vehicle 1 and the vehicle 2 is equal to the set follow-up distance, the vehicle 1 can maintain the follow-up speed or slightly adjust the acceleration (slightly increase or decrease); if the distance between the vehicle 1 and the vehicle 2 is less than the set follow-up distance, the vehicle 1 can decelerate to prevent rear-end collision; specifically, the vehicle 1 can calculate the braking torque according to the current speed, the set follow-up speed, the acceleration, the road slope, the resistance, etc. and output the braking torque to decelerate.

[0115] Generally, the assisted driving vehicle or the autonomous driving vehicle will use a larger torque (i.e. full throttle start) when accelerating from 0 to a suitable starting speed, in order to shorten the starting time (e.g. starting within 2 seconds), which results in a larger energy consumption during starting; therefore, there is an urgent need for a torque control scheme that can reduce energy consumption during vehicle starting.

[0116] Therefore, the vehicle torque control method provided in the embodiments of the present application is used to reduce the energy consumption during starting. The present application also provides corresponding devices, computer readable storage media, computer program products and the like. The following will be described in detail respectively.

[0117] As shown in Figure 4 The vehicle torque control method provided in the embodiments of the present application includes the following steps S401 to S402:

[0118] S401. Obtain environment information; wherein the environment information is used to indicate a first traffic condition.

[0119] S402. According to the environment information, control the first vehicle to output a first torque under the first traffic condition; wherein the first torque is used to drive the first vehicle to accelerate, and the first traffic condition includes at least one of the following: a second vehicle in front of the first vehicle is not started; a traffic control signal indicates that the vehicle is prohibited from passing; or the speed of the second vehicle is less than the speed of a third vehicle in front of the second vehicle.

[0120] In the embodiments of the present application, the vehicle to be started can be referred to as the first vehicle; when the first vehicle is in a static state, whether the first vehicle needs to be driven to accelerate to a suitable speed can be determined according to the environment information.

[0121] Wherein, the first vehicle in a static state means that the speed of the first vehicle is 0, for example, when the light state of the traffic signal indicating light of the first vehicle is red (i.e. the traffic control signal indicates that the vehicle is prohibited from passing), the first vehicle stops, i.e. the speed of the first vehicle is 0; for example, when the police give the instruction of stopping (such as through gestures, whistles, signs, orders, etc.), the first vehicle stops; for example, when the second vehicle in front of the first vehicle stops, the first vehicle also stops to prevent rear-end collision.

[0122] Wherein, the second vehicle in front of the first vehicle means the vehicle closest to the first vehicle in the intended direction of travel of the first vehicle (i.e. there is no other vehicle between the first vehicle and the second vehicle, and the second vehicle is located in the intended direction of travel of the first vehicle).

[0123] As shown in Figure 5A For example, the intended direction of travel of the first vehicle is from the rear of the first vehicle to the front of the first vehicle (i.e. the first vehicle is expected to move forward), and the second vehicle refers to the first vehicle in front of the first vehicle.

[0124] As shown in Figure 5B For example, the intended direction of travel of the first vehicle is from the front of the first vehicle to the rear of the first vehicle (i.e. the first vehicle is expected to move backward), and the second vehicle refers to the first vehicle behind the first vehicle.

[0125] The second vehicle stopping condition may be, for example, that the second vehicle stops when a traffic signal indicator indicates that vehicles are prohibited from passing; or may be, for example, that the second vehicle stops when a traffic signal indicator indicates that vehicles are allowed to pass, but a third vehicle in front of the second vehicle stops (for example, in the case of a traffic jam).

[0126] The third vehicle in front of the second vehicle refers to a vehicle closest to the second vehicle in the intended travel direction of the first vehicle.

[0127] For example, when the intended travel direction of the first vehicle is from the rear of the first vehicle to the front of the first vehicle, the third vehicle refers to the first vehicle in front of the second vehicle. Figure 6A For example, when the intended travel direction of the first vehicle is from the front of the first vehicle to the rear of the first vehicle, the third vehicle refers to the first vehicle behind the second vehicle.

[0128] For example, when the intended travel direction of the first vehicle is from the rear of the first vehicle to the front of the first vehicle, the third vehicle refers to the first vehicle in front of the second vehicle. Figure 6B For example, when the intended travel direction of the first vehicle is from the front of the first vehicle to the rear of the first vehicle, the third vehicle refers to the first vehicle behind the second vehicle.

[0129] In the embodiments of the present application, the sensor provided in the first vehicle can be used to obtain environmental information, and whether the first vehicle needs to be accelerated can be determined based on the environmental information; the sensor can include a radar (such as a millimeter wave radar, a traditional radar, a laser radar, etc.), and / or a camera acquisition device (such as a monocular camera or a multi-view camera); of course, other sensors can also be included, which are not limited in the present application.

[0130] The environmental information can include at least one of the following: the distance between the first vehicle and the second vehicle in front of the first vehicle; the state of the indicator light of the second vehicle; the speed of the second vehicle; the acceleration of the second vehicle; a traffic control signal; the speed of the third vehicle in front of the second vehicle; the acceleration of the third vehicle; or the state of the indicator light of the third vehicle.

[0131] In the embodiments of the present application, whether the current environment satisfies the first traffic condition can be determined according to the environmental information, that is, the environmental information is used to indicate the first traffic condition. In the case where the current environment satisfies the first traffic condition, the first vehicle can be accelerated; in the case where the current environment does not satisfy the first traffic condition, the stationary state of the first vehicle can be maintained.

[0132] The first traffic condition can include at least one of the following: the second vehicle in front of the first vehicle has not started; the traffic control signal indicates that vehicles are prohibited from passing; or the speed of the second vehicle is less than the speed of the third vehicle in front of the second vehicle.

[0133] In a specific implementation manner of the embodiment of the present application, the environment information includes the distance between the first vehicle and a second vehicle in front of the first vehicle, and whether the second vehicle starts can be determined according to the distance; when the first vehicle is in a static state (i.e., not starting), if the distance between the first vehicle and the second vehicle increases, it can be determined that the second vehicle starts; if the distance between the first vehicle and the second vehicle does not change, it can be determined that the second vehicle is also in a static state (i.e., not starting).

[0134] In another specific implementation manner of the embodiment of the present application, the environment information includes a traffic control signal, and whether the traffic control signal indicates that the vehicle is prohibited to pass can be determined; if the traffic control signal is a traffic police command, whether the traffic control signal indicates that the vehicle is prohibited to pass can be determined according to information such as a gesture, a whistle, an indicator or a password of the traffic police; for example, if the traffic police gives a command to prohibit passing by a gesture, it can be determined that the traffic control signal indicates that the vehicle is prohibited to pass; if the traffic control signal is a lighting state of a traffic signal indicator, and a red light of the traffic signal indicator is on, it can be determined that the traffic control signal indicates that the vehicle is prohibited to pass.

[0135] In another specific implementation manner of the embodiment of the present application, the environment information includes a state of an indicator light of the second vehicle, and whether the second vehicle brakes can be determined according to the state of the indicator light of the second vehicle; the state of the indicator light of the second vehicle can be that a brake light is on or the brake light is off; if the state of the indicator light of the second vehicle is that the brake light is on, it can be determined that the second vehicle brakes; if the state of the indicator light of the second vehicle is that the brake light is off, it can be determined that the vehicle does not brake.

[0136] In another specific implementation manner of the embodiment of the present application, the environment information includes a speed of the second vehicle, and whether the second vehicle starts can be determined according to the speed of the second vehicle; if the speed of the second vehicle is 0, it can be determined that the second vehicle is in a static state (i.e., not starting); if the speed of the second vehicle is greater than 0, it can be determined that the second vehicle starts.

[0137] In another specific implementation manner of the embodiment of the present application, the environment information includes an acceleration of the second vehicle, and whether the second vehicle accelerates can be determined according to the acceleration of the second vehicle; if the acceleration of the second vehicle is greater than 0, it can be determined that the second vehicle accelerates; if the acceleration of the second vehicle is 0, it can be determined that the second vehicle does not accelerate; if the acceleration of the second vehicle is less than 0, it can be determined that the second vehicle decelerates.

[0138] Similarly, if the environmental information includes the speed, acceleration or indicator light state of the third vehicle, the specific situation of the third vehicle can be determined according to the speed, acceleration or indicator light state of the third vehicle, as described above, and details are not repeated here; based on the speed of the second vehicle and the speed of the third vehicle, it can be determined whether the speed of the second vehicle is less than the speed of the third vehicle.

[0139] Figure 7 The starting process of the embodiment of the application is shown; in the embodiment of the application, if it is determined according to the environmental information that the current environment meets the first traffic condition, the first torque can be output by the first vehicle; wherein the first torque is used to drive the first vehicle to accelerate; it should be understood that the first torque is greater than or equal to the minimum torque required for the first vehicle to start, that is, the output of the first torque can enable the first vehicle to overcome the resistance to drive the first vehicle to start.

[0140] As Figure 8A Corresponding examples, the traffic signal indicator light is red, which meets the first traffic condition, so the first torque can be output by the first vehicle to drive the first vehicle to accelerate (the speed is greater than 0 in the figure).

[0141] As Figure 8B Corresponding examples, the second vehicle has not started (the speed is 0 in the figure), which meets the first traffic condition, so the first torque can be output by the first vehicle to drive the first vehicle to accelerate.

[0142] As Figure 8C Corresponding examples, the speed of the second vehicle is 0 km / h, and the speed of the third vehicle is 3 km / h, which meets the first traffic condition, so the first torque can be output by the first vehicle to drive the first vehicle to accelerate.

[0143] Specifically, the first torque can be calculated according to the acceleration time; generally, the longer the acceleration time, the smaller the required driving torque. For example, the driving torque required to accelerate from 0 to 10 km / h in 3 seconds is torque 1, and the driving torque required to accelerate from 0 to 10 km / h in 8 seconds is torque 2, and torque 1 is usually greater than torque 2.

[0144] It should be understood that, in the prior art (for example, the following strategy of the ACC), the first vehicle is generally not driven to accelerate in the first traffic condition; for example, when the second vehicle is not started, the prior art generally does not drive the first vehicle to accelerate, but drives the first vehicle to accelerate when the second vehicle is started; for example, when the traffic control signal indicates that the vehicle is prohibited from passing (for example, the traffic signal is red), the prior art generally does not drive the first vehicle to accelerate, but drives the first vehicle to accelerate when the traffic control signal indicates that the vehicle is allowed to pass (for example, the traffic signal is green); for example, when the speed of the second vehicle is less than the speed of the third vehicle (for example, the third vehicle is started but the second vehicle is not started), the prior art generally does not drive the first vehicle to accelerate, but drives the first vehicle to accelerate when the speed of the second vehicle is greater than or equal to the speed of the third vehicle (for example, the third vehicle and the second vehicle are both started).

[0145] However, the application can drive the first vehicle to accelerate in the first traffic condition, that is, compared with the prior art, the application can drive the first vehicle to accelerate in advance, which is equivalent to extending the time of accelerating the first vehicle to the appropriate speed; in this way, the first vehicle can output a lower torque to control the vehicle to accelerate, which helps to reduce the energy consumption of starting; and controlling the vehicle to accelerate with a lower torque can maintain the stability of driving the vehicle, which helps to reduce the probability of passengers getting car sick and brings a better driving experience to passengers.

[0146] In the embodiment of the application, it can also be determined whether the current environment meets the second traffic condition according to the environmental information; that is, the environmental information can also be used to indicate the second traffic condition. In the case where the current environment meets the second traffic condition, the first vehicle can be controlled to output the first torque; in the case where the current environment does not meet the second traffic condition, the first vehicle can be kept in a stationary state.

[0147] The torque control method of the embodiment of the application will be described in detail below in combination with the second traffic condition.

[0148] The second traffic condition can include at least one of the following: the traffic control signal indicates that the vehicle is allowed to pass after N seconds; the oncoming vehicle of the first vehicle is started; or the third vehicle is started or accelerated. N is an integer greater than 0, and the specific value of N can be set according to actual needs; for example, N can be set to 5 seconds, 3 seconds, etc., which is not limited by the application.

[0149] The oncoming vehicle of the first vehicle refers to a vehicle whose expected direction of travel is opposite to the expected direction of travel of the first vehicle.

[0150] For example, the first vehicle is a vehicle, and the second vehicle is a vehicle in front of the first vehicle; for example, the first vehicle is a vehicle, and the third vehicle is a vehicle in front of the first vehicle. Figure 9For example, the expected travel direction of the first vehicle is from the rear of the first vehicle to the front of the first vehicle, and the opposite vehicle of the first vehicle is a vehicle whose expected travel direction is from the front of the first vehicle to the rear of the first vehicle, such as vehicle 1.

[0151] If there is only one vehicle whose expected travel direction is opposite to the expected travel direction of the first vehicle, the one vehicle is referred to as the opposite vehicle of the first vehicle, and when the one vehicle starts, it can be determined that the opposite vehicle of the first vehicle starts; if there are multiple vehicles whose expected travel direction is opposite to the expected travel direction of the first vehicle, the multiple vehicles are all referred to as the opposite vehicle of the first vehicle, and when at least one of the multiple vehicles starts, it can be determined that the opposite vehicle of the first vehicle starts.

[0152] It should be understood that if the current environment satisfies the second traffic condition, it can be considered that the first vehicle will need to output torque to start or accelerate in the prior art; for example, the traffic control signal indicates that the vehicle is allowed to pass in 3 seconds, and it can be considered that the first vehicle will need to output torque to drive the first vehicle to start in 3 seconds in the prior art; for another example, the opposite vehicle of the first vehicle starts, and it can be predicted that the corresponding traffic signal indicator of the first vehicle will indicate that the vehicle is allowed to pass, that is, the first vehicle will need to start or accelerate in the prior art; for another example, the third vehicle starts or accelerates, and it can be predicted that the second vehicle will also start or accelerate, and for the same reason, it can be considered that the first vehicle will also need to start or accelerate in the prior art.

[0153] It should be understood that if the current environment satisfies the second traffic condition, the current environment also satisfies the first traffic condition, and it can be understood that the second traffic condition is included in the first traffic condition.

[0154] For example, the traffic control signal indicates that the vehicle is allowed to pass in 3 seconds, which means that the current traffic control signal still indicates that the vehicle is prohibited to pass, which satisfies both the second traffic condition and the first traffic condition.

[0155] Generally, the traffic signal indicator will indicate that the vehicles with opposite travel directions pass at the same or similar time to ensure road traffic efficiency, and therefore, when the opposite vehicle of the first vehicle starts (for example, the opposite vehicle is driven by a driver who predicts the state of the traffic signal indicator and starts by stepping on the accelerator in advance), it means that the corresponding traffic signal indicator of the first vehicle still indicates that the vehicle is prohibited to pass, but will change to indicate that the vehicle is allowed to pass, that is, the traffic signal indicator is a red light, but will change to a green light, which satisfies both the second traffic condition and the first traffic condition.

[0156] For example, the third vehicle starts or accelerates, which means that the second vehicle will also start or accelerate, i.e., the speed of the second vehicle is still less than the speed of the third vehicle, which satisfies the second traffic condition and the first traffic condition.

[0157] Figure 10 The starting process of the embodiment of the application is shown; in the embodiment of the application, the first vehicle can be controlled to output the first torque to drive the first vehicle to accelerate when the current environment satisfies the second traffic condition.

[0158] As described above, the embodiment of the application can control the first vehicle to accelerate when the traffic control signal indicates that the vehicle is allowed to pass after N seconds, or the opposite vehicle of the first vehicle starts, or the third vehicle starts or accelerates; that is, when it is detected that the first vehicle will need to be driven to start, the first vehicle is driven to accelerate in advance; in this way, the time for the first vehicle to accelerate to the appropriate speed can be prolonged.

[0159] In a specific implementation manner of the embodiment of the application, before determining to control the first vehicle to output the first torque, it can be further judged whether the scheme of driving the first vehicle to accelerate in advance in the application can reduce the starting energy consumption; specifically, the power consumption of the starting of the scheme in the application and the power consumption of the starting of the prior art (for example, the strategy of ACC) can be obtained; when it is determined that the power consumption of the starting of the scheme in the application is less than or equal to the power consumption of the starting of the prior art scheme, the scheme of the application can be used to control the first vehicle to output the torque in advance to ensure the energy saving effect.

[0160] The power consumption determination process of the above implementation manner is described in detail below.

[0161] For ease of description, the time when the first vehicle is controlled to output the first torque in the scheme of the application can be referred to as the first time, the time when the first vehicle is controlled to output the driving torque (referred to as the second torque) in the prior art can be referred to as the second time, and the time when the first vehicle accelerates to the appropriate speed (referred to as the first speed) can be referred to as the third time; the time period between the first time and the third time can be referred to as the first time period, and the time period between the second time and the third time can be referred to as the second time period.

[0162] The specific value of the first speed can be set according to actual needs, and the application does not limit this; for example, the first speed can be set to 5 km / h, 8 km / h, 10 km / h, etc.

[0163] It should be understood that the scheme of the application drives the first vehicle to accelerate in advance, i.e., the first time is earlier than the second time, so the first time period is greater than the second time period.

[0164] For example, Figure 11ACorresponding examples, at time 1, the traffic control signal indicates that the vehicle is prohibited to pass, the scheme of the present application controls the first vehicle to output the first torque at time 1, that is, the first time is time 1; at time 2, the traffic control signal indicates that the vehicle is allowed to pass, the prior art controls the first vehicle to output the second torque at time 2, that is, the second time is time 2; the time for the first vehicle to accelerate to the first speed is time 3, that is, the third time is time 3; the time period between time 1 and time 3 is the first time period, and the time period between time 2 and time 3 is the second time period.

[0165] As Figure 11B Corresponding examples, at time 1, the second vehicle has not started, the scheme of the present application controls the first vehicle to output the first torque at time 1, that is, the first time is time 1; at time 2, the second vehicle starts, the prior art controls the first vehicle to output the second torque at time 2, that is, the second time is time 2; the time for the first vehicle to accelerate to the first speed is time 3, that is, the third time is time 3; the time period between time 1 and time 3 is the first time period, and the time period between time 2 and time 3 is the second time period.

[0166] In the embodiment of the present application, the first power consumption corresponding to the first vehicle accelerating from 0 to the first speed in the first time period and the second power consumption corresponding to the first vehicle accelerating from 0 to the first speed in the second time period can be determined; in the case that the first power consumption is less than or equal to the second power consumption, the first vehicle can be controlled to output the first torque.

[0167] As an example, the first torque T1 output by the first vehicle can be represented as The second torque T2 output by the first vehicle can be represented as Wherein, η represents the total transmission efficiency of the first vehicle, i represents the transmission ratio of the first vehicle, r represents the radius of the wheel of the first vehicle, F1 represents the driving force on the wheel of the first vehicle in the first time period, and the specific value is F1=ma1+μmg, F2 represents the driving force on the wheel of the first vehicle in the second time period, and the specific value is F2=ma2+μmg, m represents the mass of the first vehicle, μ represents the friction coefficient, g represents the acceleration of gravity, a1 represents the first acceleration of the first vehicle in the first time period t1, and specifically a2 represents the second acceleration of the first vehicle in the second time period t2, and specifically v1 represents the first speed; the first power consumption E1 corresponding to the first vehicle in the first time period t1 can be represented as The second power consumption E2 corresponding to the first vehicle in the second time period t2 can be represented as Wherein, P1 represents the power of the first vehicle in the first time period, P2 represents the power of the first vehicle in the second time period t2, ω represents the motor speed of the first vehicle; η1 represents the transmission efficiency of the first vehicle in the first time period t1, and η2 represents the transmission efficiency of the first vehicle in the second time period t2.

[0168] In the above example, if the first time period t1 is 12 seconds, the second time period t2 is 6 seconds, the first speed v1 is 10 km / h (2.78 m / s), the mass m of the first vehicle is 1500 kg, the total transmission efficiency η is 0.9, the transmission efficiency η1 of the first vehicle in the first time period t1 is 0.874, the transmission efficiency η2 of the first vehicle in the second time period t2 is 0.808, the radius r of the wheel of the first vehicle is 0.3, the friction coefficient μ is 0.015, the gravitational acceleration g is m / s 2 ), the transmission ratio i of the first vehicle is 10, and the motor speed ω of the first vehicle is 442 r / min; according to the above formulas, it can be calculated that the wheel driving force F1 of the first vehicle in the first time period is about 567.05 N, the wheel driving force F2 of the first vehicle in the second time period is about 915.45 N; the first torque T1 output by the first vehicle is 18.90 N·m, the second torque T2 output by the first vehicle is 30.52 N·m; the power P1 of the first vehicle in the first time period is 0.875 kW, the power P2 of the first vehicle in the second time period is 1.411 kW, the first power consumption E1 is 0.00307 kWh, and the second power consumption E2 is 0.00324 kWh. It can be seen that the first power consumption is less than the second power consumption, that is, compared with the prior art scheme, the application scheme can reduce the energy consumption of starting.

[0169] In a specific implementation of an embodiment of the application, please refer to Figure 12 If the first power consumption is less than or equal to the second power consumption, the first torque can be output in advance according to the application scheme to drive the first vehicle to accelerate; if the first power consumption is greater than the second power consumption, that is, the application scheme of controlling the first vehicle to output the first torque in advance fails to reduce the energy consumption of starting, the torque control of the first vehicle can be performed according to the prior art (for example, the strategy of ACC); for example, according to the scheme of the prior art, the first vehicle can be controlled to output the second torque to accelerate in the case that the traffic control signal indicates that the vehicle is allowed to pass; for example, according to the scheme of the prior art, the first vehicle can be controlled to output the second torque to accelerate in the case that the second vehicle starts; for example, according to the scheme of the prior art, the first vehicle can be controlled to output the second torque to accelerate in the case that the speed of the second vehicle is greater than or equal to the speed of the third vehicle.

[0170] In another specific implementation manner of the embodiment of the present application, the first time can also be determined based on the first power consumption and the second power consumption; if the first power consumption is less than or equal to the second power consumption, the first vehicle can be controlled to output the first torque at the first time; if the first power consumption is greater than the second power consumption, another time earlier than the first time can be determined as a fourth time, and a time period between the fourth time and the third time is referred to as a third time period, such as Figure 13 Correspondingly, time 4 can be determined as the fourth time, and a time period between time 4 and time 3 is referred to as the third time period; then, a third power consumption of the first vehicle accelerating from 0 to the first speed in the third time period can be determined, and the specific determination process of the third power consumption can be referred to the above detailed description, which will not be described here. Then, the third power consumption and the first power consumption are compared, in the case that the third power consumption is less than or equal to the second power consumption, the first vehicle can be controlled to output the first torque at the fourth time; in the case that the third power consumption is greater than the second power consumption, a time earlier than the fourth time can be selected according to the above method, and the power consumption of the corresponding time period is calculated to determine the appropriate time of outputting the first torque; of course, the determined appropriate time should be later than the current time, or equal to the current time; for example, the current time is 10:00:00, and the determined appropriate time should be later than 10:00:00.

[0171] In actual driving scenarios, various unexpected situations can be encountered; for example, a pedestrian crosses the road between the first vehicle and the second vehicle; for another example, the red light of the traffic signal indication light is on, but the vehicle in front reverses and approaches the first vehicle; in addition, traffic rules need to be followed during driving, for example, during the waiting process of the traffic signal indication light turning to the green light, the vehicle is not allowed to drive out of the traffic stop line; therefore, in order to ensure the safety and compliance of driving, the present application needs to control the first vehicle to output the first torque within the range of the first safety limit; in the case that the motion state of the first vehicle exceeds the range of the first safety limit, the first vehicle needs to be controlled to slow down.

[0172] The torque control method of the embodiment of the present application will be introduced below in combination with the first safety limit.

[0173] In the embodiment of the present application, the first safety limit includes at least one of the following: the distance between the first vehicle and the second vehicle is greater than a first threshold; the distance between the first vehicle and the traffic control line is greater than a second threshold; or, the distance between the first vehicle and the traffic participant is greater than a third threshold.

[0174] The traffic control line can include a pedestrian crossing, a traffic stop line, a parking line, and other legal boundaries.

[0175] The traffic participant can include a pedestrian, an animal, a traffic police, a road worker, and other people or animals appearing in the driving scene.

[0176] In a specific implementation of the embodiments of the present application, the first safety limit includes that the distance between the first vehicle and the second vehicle is greater than a first threshold value, and the motion state of the first vehicle can include the distance between the first vehicle and the second vehicle. If the distance between the first vehicle and the second vehicle is greater than the first threshold value, it can be determined that the motion state of the first vehicle is within the range of the first safety limit. If the distance between the first vehicle and the second vehicle is less than or equal to the first threshold value, it can be determined that the motion state of the first vehicle is out of the range of the first safety limit. At this time, it can be considered that the first vehicle has a greater risk of rear-end collision, and therefore the first vehicle needs to be controlled to slow down.

[0177] The first threshold value can be set to a value greater than or equal to the braking distance of the first vehicle. The braking distance of the first vehicle is the sum of the reaction distance and the distance to completely stop (from the brake takes effect). The calculation formula of the reaction distance is vt react , where v represents the speed of the first vehicle, t react represents the reaction time, and the reaction time t react is usually 0.75-1 second (s); the calculation formula of the distance to completely stop is: v represents the speed when the first vehicle brakes; if v = 16.7 m / s, t react = 1 s, u = 0.7, and g = 9.8 m / s 2 , the braking distance of the first vehicle can be calculated to be about 37.03 m.

[0178] As an example, the first threshold value can be equal to the braking distance of the first vehicle. For example, the braking distance of the first vehicle is 37.03 m, and the first threshold value can be set to 37.03 m.

[0179] As another example, the first threshold value can be equal to the sum of the braking distance of the first vehicle and a to-be-calibrated distance (TBC) (or referred to as a buffer distance). The to-be-calibrated distance can be set to 3 m, 5 m, 8 m, etc., which is not limited here. For example, the to-be-calibrated distance is 5 m, and the braking distance of the first vehicle is 37.03 m, and the first threshold value can be set to 42.03 m.

[0180] In a specific implementation manner of the embodiment of the present application, the first safety limit includes that the distance between the first vehicle and the traffic control line is greater than the second threshold value, the motion state of the first vehicle can include the distance between the first vehicle and the traffic control line, if the distance between the first vehicle and the traffic control line is greater than the second threshold value, it can be determined that the motion state of the first vehicle is within the range of the first safety limit, if the distance between the first vehicle and the traffic control line is less than or equal to the second threshold value, it can be determined that the motion state of the first vehicle is out of the range of the first safety limit, and it can be considered that the first vehicle can violate the traffic rules, so the first vehicle needs to be controlled to slow down, wherein the setting process of the second threshold value can be performed according to the setting of the first threshold value, which will not be repeated here.

[0181] In another specific implementation manner of the embodiment of the present application, the first safety limit includes that the distance between the first vehicle and the traffic participant is greater than the third threshold value, the motion state of the first vehicle can include the distance between the first vehicle and the traffic participant, if the distance between the first vehicle and the traffic participant is greater than the third threshold value, it can be determined that the motion state of the first vehicle is within the range of the first safety limit, if the distance between the first vehicle and the traffic participant is less than or equal to the third threshold value, it can be determined that the motion state of the first vehicle is out of the range of the first safety limit, at this time, the first vehicle has a greater probability of colliding with the traffic participant, so the first vehicle needs to be controlled to slow down, wherein the third threshold value can be set according to the setting of the first threshold value, which will not be repeated here.

[0182] When the first vehicle is controlled to slow down, the brake torque can be calculated according to the speed, acceleration, road slope and resistance of the first vehicle, and the first vehicle can be controlled to output the brake torque to slow down.

[0183] As can be known from the above introduction, the torque control method of the embodiment of the present application needs to be performed within the range of the first safety limit, that is, the first safety limit is the bottom line of the embodiment of the present application, in the process of driving the first vehicle to accelerate, if the motion state of the first vehicle is out of the range of the first safety limit, the first vehicle needs to be controlled to slow down, which helps to guarantee the compliance of vehicle driving and the safety of life and property of the vehicle owner, thereby improving the usability of the present application.

[0184] For ease of understanding, the torque control method of the vehicle provided by the embodiment of the present application will be introduced below in combination with actual application scenarios.

[0185] Scenario 1: The traffic control signal indicates that the vehicle is allowed to pass after N seconds.

[0186] The value of N can be set according to actual needs, in this example, N is 5.

[0187] Please refer to Figure 14AAt time 1, the traffic signal indicator is red, indicating that the first vehicle is prohibited from passing, and the first vehicle stops and waits to start.

[0188] Please refer to Figure 14B After the first vehicle waits for a period of time, at time 2, the traffic signal indicator is red and displays a 5-second countdown, indicating that the first vehicle is allowed to pass after 5 seconds. It can be determined that the environment at time 2 meets the second traffic condition, and the first vehicle can be controlled to output the first torque to drive the first vehicle to accelerate (indicated by a speed greater than 0 in the figure).

[0189] Optionally, before driving the first vehicle to accelerate, the first power consumption and the second power consumption can also be calculated to determine whether the scheme of driving the first vehicle to accelerate in advance in the embodiment of the application is more energy-saving than the prior art. The calculation process of the first power consumption and the second power consumption can be referred to the description above, which will not be described here. In the case that the first power consumption is less than or equal to the second power consumption, it can be determined that the embodiment of the application can reduce the power consumption of starting, and the first vehicle can be controlled to output the first torque to drive the first vehicle to accelerate.

[0190] Scenario 2: The opposite vehicle of the first vehicle starts.

[0191] Please refer to Figure 15A At time 1, the traffic signal indicator is red, indicating that the first vehicle is prohibited from passing, and the first vehicle stops and waits to start; the traffic signal indicator corresponding to the opposite vehicle of the first vehicle is also red, and the opposite vehicle (specifically vehicle 1) also stops.

[0192] Please refer to Figure 15B After the first vehicle waits for a period of time, at time 2, vehicle 1 starts (indicated by a speed greater than 0 in the figure). Generally, the traffic signal indicator indicates that vehicles in opposite directions pass at the same or similar time to ensure road passing efficiency. Therefore, when the opposite vehicle of the first vehicle starts (for example, the opposite vehicle is driven by a driver who predicts the state of the traffic signal indicator and starts by stepping on the accelerator in advance), it can be considered that the traffic control signal will indicate that the vehicle is allowed to pass in a short period of time. At this time, the first vehicle can be controlled to output the first torque to drive the first vehicle to accelerate.

[0193] Optionally, before driving the first vehicle to accelerate, the first power consumption and the second power consumption can also be calculated to determine whether the scheme of driving the first vehicle to accelerate in advance in the embodiment of the application is more energy-saving than the prior art. In the case that the embodiment of the application is more energy-saving, the embodiment of the application is adopted, and the specific content can be referred to the description above, which will not be described here.

[0194] Scenario 3: The third vehicle starts or accelerates.

[0195] Referring to Figure 16A At time 1, the traffic signal is red, indicating that the traffic control signal prohibits the vehicle from passing, and the first vehicle stops and waits.

[0196] Referring to Figure 16B After the first vehicle waits for a period of time, at time 2, the third vehicle in front of the second vehicle starts, and it can be considered that the second vehicle will also start in a short time, so at this time, the first torque can be output to drive the first vehicle to accelerate.

[0197] Alternatively, at time 1, the road is in a traffic jam state, and at this time, the traffic signal is green, but due to the traffic jam, the second vehicle fails to start normally, that is, the speed of the second vehicle is still 0, and at this time, the first vehicle can also be in a stationary state. After the first vehicle waits for a period of time, at time 4, the third vehicle in front of the second vehicle starts (for example, each vehicle in the expected direction of travel slowly starts during the traffic jam), and it can be considered that the second vehicle will also start in a short time, so at this time, the first torque can be output to drive the first vehicle to accelerate.

[0198] Optionally, before driving the first vehicle to accelerate, the first power consumption and the second power consumption can also be calculated to determine whether the scheme of driving the first vehicle to accelerate in advance in the embodiment of the application is more energy-saving than the prior art. In the case of determining that the embodiment of the application is more energy-saving, the embodiment of the application is adopted, and the specific content can be referred to the description above, which will not be repeated here.

[0199] During the process of driving the first vehicle to accelerate, the motion state of the first vehicle also needs to be kept within the first safety limit; in the case that the motion state of the first vehicle exceeds the first safety limit, the first vehicle needs to be controlled to decelerate.

[0200] Referring to Figure 17A If there is a second vehicle in front of the first vehicle, that is, the first vehicle is not the first vehicle in the expected direction of travel, the first safety limit range can include that the distance between the first vehicle and the second vehicle is greater than the first threshold; during the process of driving the first vehicle to accelerate, if the distance between the first vehicle and the second vehicle is less than the first threshold, the first vehicle needs to be controlled to decelerate in time to prevent rear-end collision.

[0201] Referring to Figure 17BIf the first vehicle is not present in front of the first vehicle, i.e., the first vehicle is the first vehicle in the expected direction of travel, the first safety limit range can include that the distance between the first vehicle and the traffic control line is greater than the second threshold value; here, the traffic control line can include a traffic stop line; during driving of the first vehicle to accelerate, if the distance between the first vehicle and the traffic stop line is less than the second threshold value, the first vehicle needs to be controlled to decelerate in time to prevent violation of traffic regulations.

[0202] Please refer to Figure 17C , the first safety limit range can include that the distance between the first vehicle and the traffic participant is greater than the third threshold value; during driving of the first vehicle to accelerate, if a pedestrian appears to cross the road between the first vehicle and the second vehicle in the driving scene, the first vehicle needs to be controlled to decelerate in time to prevent collision with the pedestrian.

[0203] In Figure 4 the embodiments corresponding to the above-mentioned solutions of the embodiments of the present application, in order to better implement the above-mentioned solutions of the embodiments of the present application, the following related devices for implementing the above-mentioned solutions are further provided. Please refer to Figure 18A , Figure 18A A structural schematic diagram of a torque control device 1800 of a vehicle provided by the embodiments of the present application, the torque control device 1800 of the vehicle includes:

[0204] The acquisition module 1801 is configured to acquire environment information; wherein the environment information is used to indicate a first traffic condition;

[0205] The first control module 1802 is configured to control the first vehicle to output a first torque under the first traffic condition according to the environment information; wherein the first torque is used to drive the first vehicle to accelerate, and the first traffic condition includes at least one of the following: the second vehicle in front of the first vehicle is not started; the traffic control signal indicates that the vehicle is prohibited from passing; or the speed of the second vehicle is less than the speed of the third vehicle in front of the second vehicle.

[0206] As Figure 18B indicated, in a possible implementation manner, the environment information is also used to indicate a second traffic condition, and the device 1800 further includes:

[0207] The second control module 1803 is configured to control the first vehicle to output the first torque according to the second traffic condition; wherein the second traffic condition includes at least one of the following: the traffic control signal indicates that the vehicle is allowed to pass after N seconds; the opposite vehicle of the first vehicle starts; or the third vehicle starts or accelerates.

[0208] In a possible implementation manner, the state of the first vehicle is a static state.

[0209] As Figure 18C indicated, in a possible implementation manner, the device 1800 further includes:

[0210] The first determining module 1804 is configured to determine a first time, the first time being a time at which the first vehicle outputs the first torque under the first traffic condition.

[0211] As shown in FIG. 18, in a possible implementation, the apparatus 1800 further includes: Figure 18D

[0212] The second determining module 1805 is configured to determine a first power consumption corresponding to acceleration from 0 to the first speed in a first time period and a second power consumption corresponding to acceleration from 0 to the first speed in a second time period, the first time period being a time period between the first time and a third time, the third time being a time at which the first vehicle accelerates to the first speed, the second time period being a time period between a second time and the third time, the first time being earlier than the second time.

[0213] The third control module 1806 is configured to control the first vehicle to output the first torque in a case where the first power consumption is less than or equal to the second power consumption.

[0214] As shown in FIG. 18, in a possible implementation, the apparatus 1800 further includes: Figure 18E

[0215] The fourth control module 1807 is configured to control the first vehicle to decelerate in a case where a motion state of the first vehicle is out of a range of a first safety limit.

[0216] In a possible implementation, the first safety limit includes at least one of the following:

[0217] The distance between the first vehicle and the second vehicle is greater than a first threshold value;

[0218] The distance between the first vehicle and the traffic control line is greater than a second threshold value; or

[0219] The distance between the first vehicle and the traffic participant is greater than a third threshold value.

[0220] In a possible implementation, the first threshold value is greater than or equal to a distance at which the first vehicle brakes.

[0221] In a possible implementation, the second threshold value is greater than or equal to a distance at which the first vehicle brakes.

[0222] In a possible implementation, the third threshold value is greater than or equal to a distance at which the first vehicle brakes.

[0223] It should be noted that the torque control apparatus 1800 of the vehicle and the modules of the torque control apparatus 1800 of the vehicle and the information execution process and the like can be specifically understood from the descriptions of the method embodiments described above, and details are not described herein. ​​

[0224] The information interaction, execution process and the like between the modules of the torque control device of the vehicle are based on the same concept as the method embodiments of the present application, and the technical effects brought by the torque control device of the vehicle are the same as those of the method embodiments of the present application. Details can be referred to the description of the method embodiments of the present application, which will not be repeated here.

[0225] Figure 19 A structural schematic diagram of a vehicle provided by the present application is shown in FIG. 1. As shown in FIG. 1, one embodiment of the vehicle 190 in the present application can include one or more processors 1910, a communication line 1920, an input / output device 1930, a communication interface 1940, and a memory 1950. Figure 19

[0226] The processor 1910 can be a general central processing unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of programs of the present application.

[0227] The communication line 1920 can include a path for transmitting information between the above-mentioned components.

[0228] The input / output device 1930 can include one or more of a keyboard, a mouse, or a display.

[0229] The communication interface 1940 uses any transceiver-like device for communicating with other devices or communication networks, such as an Ethernet, a radio access network (RAN), a wireless local area network (WLAN), and the like.

[0230] The memory 1950 can be a temporary storage or a persistent storage for storing programs and scene recognition files. Further, the processor 1910 can be configured to communicate with the memory 1950 and execute a series of instructions in the memory 1950 on the device.

[0231] In the present embodiment, the processor 1910 can execute the method steps in the above-mentioned embodiments, and details will not be repeated here. Figure 4

[0232] In the present embodiment, the specific functional module division in the processor 1910 can be similar to the division manner of the modules described in the above-mentioned embodiments, and details will not be repeated here. Figures 18A-18E

[0233] ​​​The embodiment of the present application also relates to a computer storage medium comprising computer readable instructions which, when executed by a computer, implement the method as shown in Figure 4

[0234] The embodiment of the present application also relates to a computer program product comprising instructions which, when executed on a computer, cause the computer to carry out the method as shown in Figure 4

[0235] The embodiment of the present application also relates to a chip system comprising a processor configured to invoke a computer program or computer instructions stored in a memory to cause the processor to carry out the method as shown in Figure 4

[0236] In a possible implementation, the processor is coupled with the memory through an interface.

[0237] In a possible implementation, the chip system further comprises the memory in which the computer program or computer instructions are stored.

[0238] The embodiment of the present application also relates to a processor configured to invoke a computer program or computer instructions stored in a memory to cause the processor to carry out the method as shown in Figure 4

[0239] The embodiment of the present application also provides a computer readable storage medium for storing one or more computer execution instructions, when the computer execution instructions are executed by a processor, the processor executes the method as described in the possible implementation of the vehicle in the foregoing embodiment.

[0240] The embodiment of the present application also provides a computer program product (or computer program), when the computer program product is executed by the processor, the processor executes the method of the above possible implementation of the vehicle.

[0241] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the system, device and unit described above can refer to the corresponding process in the foregoing method embodiment, which will not be described here.

[0242] ​​​​In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other manners. For example, the described device embodiments are merely schematic. For example, the division of the units is only a logical function division. There can be another division manner for the actual implementation, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections between different units, can be indirect couplings or communication connections through some interfaces, devices or units, and can be in electrical, mechanical or other forms.

[0243] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, i.e., can be located in one place, or can be distributed on multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

[0244] In addition, each functional unit in the various embodiments of the present application can be integrated into one processing unit, or each unit can exist physically, or two or more units can be integrated into one unit. The integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0245] The integrated unit, if implemented in the form of a software functional unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or the part that contributes to the prior art, or all or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes a number of instructions for causing a network device to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), magnetic disk or optical disk, and various media that can store program codes.

[0246] The above, the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements for some technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A torque control method of a vehicle, characterized by, The method comprises: obtaining environment information, wherein the environment information is used to indicate a first traffic condition; controlling the first vehicle to output a first torque under the first traffic condition according to the environment information, wherein the first torque is used to drive the first vehicle to accelerate, and the first traffic condition comprises at least one of the following: a second vehicle in front of the first vehicle is not started; a traffic control signal indicates that vehicles are prohibited from passing; or a speed of the second vehicle is less than a speed of a third vehicle in front of the second vehicle.

2. The method of claim 1, wherein, The environment information is also used to indicate a second traffic condition, and the method further comprises: controlling the first vehicle to output the first torque according to the second traffic condition, wherein the second traffic condition comprises at least one of the following: the traffic control signal indicates that vehicles are allowed to pass after N seconds; an opposite vehicle of the first vehicle is started; or the third vehicle is started or accelerated.

3. The method according to claim 1 or 2, characterized in that, The state of the first vehicle is a static state.

4. The method according to any one of claims 1 to 3, characterized in that, The method further comprises: determining a first time, wherein the first time is a time when the first vehicle outputs the first torque under the first traffic condition.

5. The method of claim 4, wherein, Before the step of controlling the first vehicle to output the first torque under the first traffic condition according to the environment information, the method further comprises: determining a first power consumption corresponding to acceleration of the first vehicle from 0 to a first speed in a first time period and a second power consumption corresponding to acceleration of the first vehicle from 0 to the first speed in a second time period, wherein the first time period is a time period between the first time and a third time, the third time is a time when the first vehicle accelerates to the first speed, the second time period is a time period between a second time and the third time, and the first time is earlier than the second time; controlling the first vehicle to output the first torque in a case where the first power consumption is less than or equal to the second power consumption.

6. The method according to any one of claims 1 to 5, characterized in that, The method further comprises: controlling the first vehicle to decelerate in a case where a motion state of the first vehicle exceeds a range of a first safety limit.

7. The method of claim 6, wherein, The first safety limit comprises at least one of the following: a distance between the first vehicle and the second vehicle is greater than a first threshold value; a distance between the first vehicle and a traffic control line is greater than a second threshold value; or a distance between the first vehicle and a traffic participant is greater than a third threshold value.

8. The method of claim 7, wherein, The first threshold value is greater than or equal to a distance of braking of the first vehicle.

9. The method of claim 7, wherein, The second threshold value is greater than or equal to the distance of braking of the first vehicle.

10. The method of claim 7, wherein, The third threshold value is greater than or equal to the distance of braking of the first vehicle.

11. A torque control device for a vehicle, characterized by, The method comprises: an obtaining module configured to obtain environment information, wherein the environment information is used to indicate a first traffic condition; a first control module configured to control a first vehicle to output a first torque under the first traffic condition according to the environment information, wherein the first torque is used to drive the first vehicle to accelerate, and the first traffic condition comprises at least one of the following: a second vehicle in front of the first vehicle is not started; a traffic control signal indicates that vehicles are prohibited from passing; or a speed of the second vehicle is less than a speed of a third vehicle in front of the second vehicle.

12. The apparatus of claim 11, wherein, The environment information is also used to indicate a second traffic condition, and the apparatus further comprises: The second control module is configured to control the first vehicle to output the first torque according to the second traffic condition, wherein the second traffic condition comprises at least one of the following: the traffic control signal indicates that the vehicle is allowed to pass after N seconds; an opposite vehicle of the first vehicle starts; or the third vehicle starts or accelerates.

13. The apparatus of claim 11 or 12, wherein, The state of the first vehicle is a static state.

14. The apparatus of any one of claims 11 to 13, wherein, The apparatus further comprises: The first determination module is configured to determine a first time, wherein the first time is a time at which the first vehicle outputs the first torque under the first traffic condition.

15. The apparatus of claim 14, wherein, The apparatus further comprises: The second determination module is configured to determine a first power consumption corresponding to acceleration from 0 to a first speed in a first time period and a second power consumption corresponding to acceleration from 0 to the first speed in a second time period, wherein the first time period is a time period between the first time and a third time, the third time is a time at which the first vehicle accelerates to the first speed, the second time period is a time period between a second time and the third time, and the first time is earlier than the second time. The third control module is configured to control the first vehicle to output the first torque when the first power consumption is less than or equal to the second power consumption.

16. The apparatus of any one of claims 11 to 15, wherein, The apparatus further comprises: The fourth control module is configured to control the first vehicle to decelerate when a motion state of the first vehicle is out of a range of a first safety limit.

17. The apparatus of claim 16, wherein, The first safety limit comprises at least one of the following: The distance between the first vehicle and the second vehicle is greater than a first threshold value; The distance between the first vehicle and a traffic control line is greater than a second threshold value; or The distance between the first vehicle and a traffic participant is greater than a third threshold value.

18. The apparatus of claim 17, wherein, The first threshold value is greater than or equal to a distance at which the first vehicle brakes.

19. The apparatus of claim 17, wherein, The second threshold value is greater than or equal to a distance at which the first vehicle brakes.

20. The apparatus of claim 17, wherein, The third threshold value is greater than or equal to a distance at which the first vehicle brakes.

21. A computer readable storage medium having stored thereon a computer program, characterized in that, The program is executed by a processor to implement the steps of the method of any one of claims 1 to 10.

22. A computer program product, characterised in that, The computer program product comprises code for implementing the steps of the method of any one of claims 1 to 10 when the code is executed.

23. A vehicle characterized by comprising: The apparatus comprises a processor coupled with at least one memory, and the processor is configured to read a computer program stored in the at least one memory, so that the vehicle executes the method of any one of claims 1 to 10.

Images