Vehicle torque control method, device and computer readable storage medium

Abstract

The present invention discloses a vehicle torque control method, device and computer-readable storage medium. The method comprises: obtaining the driving gear and multiple driving parameters of a target vehicle equipped with a single-stage reduction gear; determining a target driving mode of the target vehicle according to the driving gear and multiple driving parameters; and determining a target torque of the target vehicle according to the target driving mode. The present invention solves the technical problem that a vehicle equipped with a single-stage reduction gear is insufficiently powered when driving on an uphill section, and the driver is prone to driving fatigue.

Description

Technical Field

[0001] The present invention relates to the field of electronic intelligence, and in particular to a vehicle torque control method, device and computer-readable storage medium. Background Art

[0002] In the related art, vehicles equipped with a single-stage reduction gear generally have a problem of insufficient power when driving on uphill sections in mountainous areas. In addition, since the road conditions in mountainous areas are mostly winding roads, the driver can usually only reach the desired acceleration by frequently releasing the accelerator, which increases the driver's driving fatigue.

[0003] Therefore, in the related art, there is a technical problem that a vehicle equipped with a single-stage reduction gear is insufficiently powered when driving on an uphill section, and the driver is prone to driving fatigue.

[0004] To address the above-mentioned problems, no effective solution has been proposed yet. Summary of the invention

[0005] The embodiments of the present invention provide a vehicle torque control method, device and computer-readable storage medium to at least solve the technical problem that a vehicle equipped with a single-stage reduction device is insufficiently powered when traveling on an uphill road, and the driver is prone to driving fatigue.

[0006] According to one aspect of an embodiment of the present invention, a vehicle torque control method is provided, comprising: obtaining a driving gear and multiple driving parameters of a target vehicle equipped with a single-stage reduction gear; determining a target driving mode of the target vehicle according to the driving gear and the multiple driving parameters; and determining a target torque of the target vehicle according to the target driving mode.

[0007] Optionally, the multiple driving parameters include: the duration that the brake signal is in a predetermined state, the vehicle speed, the accelerator pedal opening, the accelerator pedal opening increment, the slope value and the duration that the slope value is in a predetermined range.

[0008] Optionally, the target driving mode includes at least one of the following: an initial driving mode, a first uphill driving mode and a second uphill driving mode, wherein the initial driving mode is a driving mode before the target vehicle switches the driving mode to the first uphill driving mode and / or the second uphill driving mode, the first uphill driving mode is suitable for driving on a first slope, and the second uphill driving mode is suitable for driving on a second slope, wherein the slope value corresponding to the first slope is greater than the slope value corresponding to the second slope.

[0009] Optionally, the target driving mode of the target vehicle is determined based on the driving gear and multiple driving parameters, including: if the driving gear of the target vehicle is not the parking gear, the reverse gear or the neutral gear, and the multiple driving parameters respectively satisfy the first condition set, then the target driving mode of the target vehicle is determined to be a first uphill driving mode, wherein the first condition set includes: the duration of the braking signal in the predetermined state is not less than a first predetermined duration, the vehicle speed is greater than a first predetermined vehicle speed threshold, the slope value is less than the first predetermined slope value but not less than a second predetermined slope value, the duration of the slope value being less than the first predetermined slope value but not less than the second predetermined slope value is not less than the second predetermined duration, the accelerator pedal opening is greater than the first predetermined accelerator pedal opening threshold, and the accelerator pedal opening value-added is not less than the first predetermined accelerator pedal opening value-added threshold.

[0010] Optionally, determining the target driving mode of the target vehicle based on the driving gear and multiple driving parameters also includes: if the driving gear of the target vehicle is not the parking gear, the reverse gear or the neutral gear, and the multiple driving parameters respectively satisfy the second condition set, then determining the target driving mode of the target vehicle to be the second uphill driving mode, wherein the second condition set includes: the duration of the braking signal being in the predetermined state is not less than a third predetermined duration, the vehicle speed is greater than a second predetermined vehicle speed threshold, the slope value is less than a second predetermined slope value, the duration that the slope value is less than the second predetermined slope value is not less than a fourth predetermined duration, the accelerator pedal opening is greater than the second predetermined accelerator pedal opening threshold, and the accelerator pedal opening value-added is not less than the second predetermined accelerator pedal opening value-added threshold.

[0011] Optionally, determining the target driving mode of the target vehicle based on the driving gear and multiple driving parameters also includes: if the driving gear and multiple driving parameters of the target vehicle meet any one of the following conditions, determining the target driving mode of the target vehicle as the initial mode: the driving gear is parking, reverse or neutral, the vehicle speed is not greater than a third predetermined vehicle speed threshold, the slope value is not less than a third predetermined slope value, and the duration that the slope value is not less than the third predetermined slope value is not less than a fifth predetermined duration.

[0012] Optionally, determining the target driving mode of the target vehicle based on the driving gear and multiple driving parameters also includes: if the driving gear of the target vehicle is not the parking gear, the reverse gear or the neutral gear, and the multiple driving parameters respectively satisfy a third set of conditions, then determining the target driving mode of the target vehicle to be the first uphill driving mode, wherein the third set of conditions includes: the current driving mode of the target vehicle is the second uphill driving mode, the slope value is less than the third predetermined slope value but not less than the fourth predetermined slope value, and the duration of the slope value being less than the third predetermined slope value but not less than the fourth predetermined slope value is not less than the sixth predetermined duration.

[0013] Optionally, determining a target torque of the target vehicle according to the target driving mode includes: acquiring a torque value corresponding to the target driving mode, and determining the torque value as the target torque of the target vehicle.

[0014] According to another aspect of an embodiment of the present invention, a vehicle torque control device is also provided, including: an acquisition module for acquiring a driving gear and multiple driving parameters of a target vehicle equipped with a single-stage reduction device; a first determination module for determining a target driving mode of the target vehicle based on the driving gear and multiple driving parameters; and a second determination module for determining a target torque of the target vehicle based on the target driving mode.

[0015] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is further provided, the computer-readable storage medium including a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute any one of the above-mentioned vehicle torque control methods.

[0016] According to another aspect of an embodiment of the present invention, a computer device is also provided, including: a memory and a processor, the memory storing a computer program; the processor is used to execute the computer program stored in the memory, and when the computer program is running, the processor executes any one of the above-mentioned vehicle torque control methods.

[0017] In an embodiment of the present invention, by acquiring the driving gear position and multiple driving parameters of the target vehicle, the target driving mode of the target vehicle during driving is identified, and then the target torque of the target vehicle during driving is correspondingly determined according to the identified target driving mode, thereby achieving the purpose of controlling the torque of the target vehicle, thereby achieving the technical effect of automatically identifying the target driving mode according to the driving gear position and multiple driving parameters of the target vehicle and adjusting the torque of the target vehicle to the target torque corresponding to the target driving mode, thereby solving the technical problem that a vehicle equipped with a single-stage reduction device is insufficiently powered when driving on an uphill section, and the driver is prone to driving fatigue. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0019] Figure 1 is a flow chart of a vehicle torque control method according to an embodiment of the present invention;

[0020] Figure 2 is a schematic diagram of the comfort mode switching into the uphill mode 1 according to an optional implementation manner of the present invention;

[0021] Figure 3is a schematic diagram of the comfort mode switching into the uphill mode 2 according to an optional implementation manner of the present invention;

[0022] Figure 4 is a schematic diagram of the uphill mode 1 switching into the uphill mode 2 according to an optional implementation manner of the present invention;

[0023] Figure 5 is a schematic diagram of the uphill mode 2 switching into the uphill mode 1 according to an optional implementation manner of the present invention;

[0024] Figure 6 is a schematic diagram of the uphill mode 2 switching into the comfort mode according to an optional implementation manner of the present invention;

[0025] Figure 7 is a schematic diagram of switching from uphill mode 1 to comfort mode according to an optional implementation manner of the present invention;

[0026] Figure 8 4 is a structural block diagram of a vehicle torque control device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0027] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0028] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0029] Terminology

[0030] Torque is a special moment that makes an object rotate. The torque of an engine refers to the torque output from the crankshaft end of the engine. Under the condition of fixed power, it is inversely proportional to the engine speed. The faster the speed, the smaller the torque, and vice versa. It reflects the load capacity of the car within a certain range.

[0031] Single-stage reduction gear, a driving bevel gear (commonly known as angle gear), and a driven bevel gear (commonly known as basin angle gear). The driving bevel gear is connected to the transmission shaft and rotates clockwise. The driven bevel gear is attached to its right side, and the meshing point rotates downward, which is consistent with the forward direction of the wheel. Since the driving bevel gear has a small diameter and the driven bevel gear has a large diameter, the function of speed reduction is achieved.

[0032] PedalMap (accelerator pedal characteristics) outputs the driving torque required for different working conditions according to the accelerator pedal opening and vehicle speed.

[0033] The vehicle control unit (VCU), as the central control unit of new energy vehicles, is the core of the entire control system. VCU collects motor and battery status, accelerator pedal signals, brake pedal signals and other actuators, sensors and controller signals, and monitors the actions of the lower-level component controllers after comprehensive analysis and corresponding judgment based on the driver's driving intention. It is responsible for the normal driving of the vehicle, brake energy feedback, energy management of the vehicle engine and power battery, network management, fault diagnosis and processing, vehicle status monitoring, etc., so as to ensure that the vehicle works normally and stably under good power, high economy and reliability.

[0034] According to an embodiment of the present invention, a method embodiment of vehicle torque control is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0035] Figure 1 is a flow chart of a vehicle torque control method according to an embodiment of the present invention. Figure 1 As shown, the method comprises the following steps:

[0036] Step S102, obtaining a driving gear position and a plurality of driving parameters of a target vehicle equipped with a single-stage reduction gear;

[0037] Step S104, determining a target driving mode of the target vehicle according to the driving gear and a plurality of driving parameters;

[0038] Step S106, determining a target torque of the target vehicle according to the target driving mode.

[0039] Through the above steps, the driving gear and multiple driving parameters of the target vehicle are obtained, the target driving mode of the target vehicle during driving is identified, and then the target torque of the target vehicle during driving is correspondingly determined according to the identified target driving mode, thereby achieving the purpose of controlling the torque of the target vehicle, thereby achieving the technical effect of automatically identifying the target driving mode according to the driving gear and multiple driving parameters of the target vehicle and adjusting the torque of the target vehicle to the target torque corresponding to the target driving mode, thereby solving the technical problem that the vehicle equipped with a single-stage reduction device is insufficient in power when driving on an uphill section, and the driver is prone to driving fatigue.

[0040] As an optional embodiment, the target vehicle may be a pure electric vehicle, a dual-motor hybrid vehicle, etc., and the method of this embodiment is applicable to driving processes at various vehicle speeds.

[0041] As an optional embodiment, the multiple driving parameters include: the duration of the brake signal being in a predetermined state, the vehicle speed, the accelerator pedal opening, the accelerator pedal opening increment, the slope value and the duration of the slope value being in a predetermined range. By using a sensor or other parameter acquisition device to obtain the above multiple driving parameters of the target vehicle, the current driving state of the target vehicle can be accurately judged from multiple angles, such as the state of the brake signal and its duration, the accelerator pedal opening, the accelerator pedal opening increment, the slope of the road section where the target vehicle is currently located, and the duration of the slope value corresponding to the slope being in a predetermined range.

[0042] As an optional embodiment, the target driving mode includes at least one of the following: an initial driving mode, a first uphill driving mode and a second uphill driving mode, wherein the initial driving mode is a driving mode before the target vehicle switches the driving mode to the first uphill driving mode and / or the second uphill driving mode, the first uphill driving mode is applicable to driving at a first slope, and the second uphill driving mode is applicable to driving at a second slope, wherein the slope value corresponding to the first slope is greater than the slope value corresponding to the second slope. By dividing the target driving modes into the above three types, it is convenient for the target vehicle to select or automatically switch to different target driving modes under different road sections or driving conditions. For example, when the target vehicle enters an uphill road from a flat road, it can automatically switch to the first uphill driving mode, and when entering a steeper uphill road, it can switch to the second uphill driving mode, and so on. By specifically setting the first uphill mode and the second uphill mode for uphill, the target vehicle can provide the driver with a better driving experience when driving uphill.

[0043] It should be noted that the above slope value is a negative value, and the slope value is inversely proportional to the slope, that is, the greater the slope, the smaller the slope value.

[0044] It should be noted that, although the target driving mode is divided into three types, namely, an initial driving mode, a first uphill driving mode and a second uphill driving mode, in the embodiment of the present invention, the above-mentioned initial driving mode may further be divided into multiple driving modes, for example, a sports mode, a comfort mode, an economic mode and the like.

[0045] As an optional embodiment, when determining the target driving mode of the target vehicle based on the driving gear and multiple driving parameters, multiple methods can be used. For example, the following method can be used: if the driving gear of the target vehicle is not the parking gear, the reverse gear or the neutral gear, and multiple driving parameters respectively satisfy the first condition set, then the target driving mode of the target vehicle is determined to be the first uphill driving mode, wherein the first condition set includes: the duration of the braking signal being in a predetermined state is not less than a first predetermined duration, the vehicle speed is greater than a first predetermined vehicle speed threshold, the slope value is less than a first predetermined slope value but not less than a second predetermined slope value, the duration of the slope value being less than the first predetermined slope value but not less than the second predetermined slope value is not less than the second predetermined duration, the accelerator pedal opening is greater than a first predetermined accelerator pedal opening threshold, and the accelerator pedal opening value-added is not less than a first predetermined accelerator pedal opening value-added threshold. When the driving gear of the target vehicle is not the parking gear, the reverse gear or the neutral gear, and multiple driving parameters simultaneously satisfy the conditions in the above-mentioned first condition set, it means that the target vehicle has maintained the brake released for a certain period of time, the vehicle speed is high enough, the current slope is large enough, the target vehicle continues to travel on the slope, and the opening of the accelerator pedal has reached a certain threshold, then it can be determined that the target vehicle is currently in an uphill driving state, and the corresponding target driving mode is the first uphill driving mode.

[0046] As an optional embodiment, when determining the target driving mode of the target vehicle according to the driving gear and multiple driving parameters, the following method can also be adopted: if the driving gear of the target vehicle is not the parking gear, the reverse gear or the neutral gear, and the multiple driving parameters respectively satisfy the second condition set, then the target driving mode of the target vehicle is determined to be the second uphill driving mode, wherein the second condition set includes: the duration of the brake signal being in the predetermined state is not less than the third predetermined duration, the vehicle speed is greater than the second predetermined vehicle speed threshold, the slope value is less than the second predetermined slope value, the duration of the slope value being less than the second predetermined slope value is not less than the fourth predetermined duration, the accelerator pedal opening is greater than the second predetermined accelerator pedal opening threshold, and the accelerator pedal opening increment is not less than the second predetermined accelerator pedal opening increment threshold. The condition judgment of the second condition set is similar to the condition judgment of the first condition set mentioned above, except that different uphill driving modes correspond to different condition thresholds, and the specific thresholds can be set according to the actual application scenario, so that the driving mode and the switching of the driving mode are more in line with the actual application scenario.

[0047] As an optional embodiment, when determining the target driving mode of the target vehicle according to the driving gear and multiple driving parameters, the following method can also be adopted: if the driving gear and multiple driving parameters of the target vehicle meet any one of the following conditions, the target driving mode of the target vehicle is determined to be the initial mode: the driving gear is the parking gear, the reverse gear or the neutral gear, the vehicle speed is not greater than the third predetermined vehicle speed threshold, the slope value is not less than the third predetermined slope value, and the duration of the slope value not less than the third predetermined slope value is not less than the fifth predetermined duration. When multiple driving parameters meet any one of the above conditions, indicating that the current target driving vehicle is not in the predetermined uphill driving state, the target driving mode of the target vehicle can be determined as the initial driving mode, that is, the target vehicle can switch from the first uphill driving mode and the second uphill driving mode back to the original driving mode.

[0048] As an optional embodiment, the target driving mode of the target vehicle can be determined according to the driving gear and multiple driving parameters, and the following method can also be used: if the driving gear of the target vehicle is not the parking gear, the reverse gear or the neutral gear, and the multiple driving parameters respectively satisfy the third condition set, then the target driving mode of the target vehicle is determined to be the first uphill driving mode, wherein the third condition set includes: the current driving mode of the target vehicle is the second uphill driving mode, the slope value is less than the third predetermined slope value but not less than the fourth predetermined slope value, and the duration of the slope value being less than the third predetermined slope value but not less than the fourth predetermined slope value is not less than the sixth predetermined duration. By judging the driving mode of the target vehicle based on the above conditions, the switching of the target vehicle from the second uphill driving mode to the first driving mode can be achieved.

[0049] It should be noted that, when setting the above-mentioned vehicle speed thresholds, the first predetermined vehicle speed threshold and the second predetermined vehicle speed threshold must be greater than the third predetermined vehicle speed threshold to ensure that the target driving mode can be determined accurately.

[0050] It should be noted that when determining the target driving mode, a priority order can also be set for each driving mode for considerations such as driving safety or driving effect. When determining and switching the target driving mode, a driving mode with a higher priority level can be determined as the target driving mode. For example, when the priority of the driving mode identified by the target vehicle is lower than the current driving mode of the target vehicle, the current driving mode is maintained unchanged according to the priority order of the driving modes, and the driving mode is not switched.

[0051] As an optional embodiment, according to the target driving mode, the target torque of the target vehicle can be determined in a variety of ways. For example, the following method can be used: obtaining the torque value corresponding to the target driving mode, and determining the torque value as the target torque of the target vehicle. Through the above steps, the target driving mode can be identified according to the driving gear and multiple driving parameters, and the target driving mode can be automatically switched. Different driving modes have corresponding target torques. According to the target torque, the current torque of the target vehicle is adjusted, and the technical effect of automatically adjusting the vehicle torque according to the identification result of the target vehicle driving mode can be achieved, ensuring that the target vehicle has sufficient and stable power in different driving environments, reducing the driver's operation of releasing the accelerator during driving, thereby reducing the driver's driving fatigue. In addition, setting the uphill driving mode to two relatively fixed modes, that is, the corresponding torque is also two relatively fixed torque values, can also avoid the problem that the driver is difficult to control the power due to large fluctuations in torque changes.

[0052] Based on the above embodiments and optional embodiments, the present invention proposes an optional implementation mode, which is described below.

[0053] The driving modes of pure electric vehicles or dual-motor hybrid vehicles with only a single-stage reduction device are generally limited to normal mode, sports mode, economic mode, off-road mode, etc., and none of them has an uphill mode suitable for mountain driving. This results in the overall power feeling of the car being weaker than on flat roads during the uphill driving process in mountainous areas. In order to achieve the same expected acceleration, the driver needs to step on the accelerator more deeply. Mountainous roads are mostly winding roads, and the driver generally needs to release the accelerator frequently, which is bound to produce a significant sense of insufficient power. In addition, long-term mountain driving will increase the driver's fatigue.

[0054] In view of the above technical problems, an optional implementation of the present invention proposes a torque control method for the torque required in the uphill mode. The method is aimed at a pure electric vehicle with only a single-stage reduction device or a dual-motor hybrid vehicle with only a single-stage reduction device. Based on several default driving modes designed by the manufacturer, an uphill driving mode control method is proposed. Without any operation by the driver, a series of corresponding slope recognition algorithms are used to automatically identify the uphill and switch between different uphill driving modes. The corresponding driver required torque PedalMap (accelerator pedal characteristics) is executed in the uphill driving mode to enhance the power, so that the driver does not need to step on the accelerator more deeply during uphill driving, and the power can be close to that of driving on a flat road. The overall driving power in the mountainous area is sufficient, which greatly improves the drivability and reduces the driver's fatigue. The method is described in detail below.

[0055] (1) Definition of driver demand torque

[0056] The required torque corresponding to each mode is determined by the MAP lookup table of the vehicle speed_throttle_torque of the corresponding mode in the vehicle control unit (VCU), which is called PedalMap. For the convenience of expression, in the optional implementation of the present invention, the PedalMap of the economic mode, comfort mode, sports mode, uphill mode 1 and uphill mode 2 are defined as PMe, PMc, PMs, PMup1 and PMup2 respectively. According to the design for different driving modes, there is also a certain size relationship between the torques of the driving modes. For example, the torque size relationship of the above driving modes can be: PMe <PMc<PMs<PMup1<PMup2。

[0057] (2) Prioritization of driving modes

[0058] The slope of actual mountain road conditions usually changes continuously, and the range of fluctuation is large. In order to ensure that the driver's required torque does not change too much due to too fast a slope change, and to avoid the driver's difficulty in controlling the power, the optional implementation method of the present invention does not perform stepless correction of the uphill mode PedalMap with the slope, but instead makes it into two stepped uphill modes (i.e., uphill mode 1 and uphill mode 2) to achieve the same driver-required torque PedalMap within a certain slope range.

[0059] The default driving modes of the vehicle include sports mode, comfort mode, and economy mode. The optional implementation of the present invention newly defines uphill mode 1 and uphill mode 2. According to the driver's expectation of torque, each driving mode is prioritized. When switching between modes, the VCU outputs the torque of the high-priority driving mode first.

[0060] For example, the priority order is set as: Uphill Mode 2 > Uphill Mode 1 > Sport Mode > Comfort Mode > Economy Mode. Among them, Sport Mode, Comfort Mode and Economy Mode can be manually selected by the driver, while Uphill Mode 2 and Uphill Mode 1 are automatically identified by the VCU without driver intervention. When the driver is driving in any driving mode of Sport Mode / Comfort Mode / Economy Mode, when the VCU identifies Uphill Mode 1, it will automatically enter Uphill Mode 1, and when the VCU identifies Uphill Mode 2, it will automatically enter Uphill Mode 2. If it is currently in Uphill Mode 2, when the VCU identifies the exit of Uphill Mode 2, if the entry conditions of Uphill Mode 1 are currently met, it will enter Uphill Mode 1, and if the entry conditions of Uphill Mode 1 are not met, it will enter the Sport Mode / Comfort Mode / Economy Mode originally selected by the driver.

[0061] For another example, the priority order is set as: thermal protection mode > uphill mode 2 > uphill mode 1 > sports mode > comfort mode > economy mode, and the VCU automatically recognizes that both the thermal protection mode and uphill mode 2 are met. Since the thermal protection mode has a higher priority than uphill mode 2, the car will still switch to the thermal protection mode even though it is currently driving uphill.

[0062] (3) Regarding driving mode recognition

[0063] First, the various thresholds involved in the identification process are explained:

[0064] Table 1

[0065] name meaning TimeBrakeOff Duration of the brake signal from on to off UpSlopeActSpd Speed ​​threshold that allows activation of Hill Start Mode 1 or Hill Start Mode 2 AccPosition Accelerator pedal opening AccPostionChange The increase in the accelerator pedal opening compared to the previous moment AccPostionUpAct Accelerator pedal opening activation threshold that allows activation of uphill mode 1 or uphill mode 2 SlopeRatio Current slope value UpSlopeConst1 Slope threshold for activation of uphill mode 1 UpSlopeConst2 Slope threshold for activation of uphill mode 2 UpSlopeConst2_1 Slope threshold for exiting uphill mode 2 and entering uphill mode 1 TimeUpHill1 Uphill mode 1 activation time threshold TimeUpHill2 Uphill mode 2 activation time threshold TimeUpHill2_1 Exit uphill mode 2 and enter uphill mode 1 activation time threshold TimeSlopeOff Exit time threshold of uphill mode 1 or uphill mode 2 UpSlopeOffSpd Speed ​​threshold for exiting uphill mode 1 or uphill mode 2 UpSlopeConstOff Uphill mode 1 or uphill mode 2 exit slope threshold

[0066] Among them, the slope value SlopeRatio is a negative value, and the greater the slope, the smaller the value, that is, UpSlopeConst2<UpSlopeConst2_1<UpSlopeConst1<UpSlopeConstOff<0%. At the same time, in order to avoid the frequent switching of the car between various driving modes caused by the fluctuation of the slope signal value, each slope threshold needs to maintain an interval of at least 2%.

[0067] The following is an introduction to the recognition conditions for entering the uphill mode. If the vehicle meets the following conditions at the same time, it can be determined to enter the uphill mode:

[0068] 1) Not in the parking gear, reverse gear or neutral gear;

[0069] 2) The duration of the brake signal from on to off is ≥ TimeBrakeOff (for example, TimeBrakeOff = 2 seconds), where the brake state signal on represents that the brake is pressed, and off represents that the brake is released;

[0070] 3) Vehicle speed>UpSlopeActSpd, (e.g., UpSlopeActSpd=5km / h);

[0071] 4) Accelerator pedal opening > AccPostionUpAct (e.g., AccPostionUpAct = 5%);

[0072] 5) If UpSlopeConst2≤SlopeRatio<UpSlopeConst1,

[0073] The increase in the accelerator pedal opening compared to the previous moment is ≥AccPositionChange,

[0074] Duration ≥ TimeUpHill1,

[0075] The driving mode is determined to be uphill mode 1, wherein the threshold values ​​may be AccPositionChange=2%, TimeUpHill1=3 seconds, UpSlopeConst2=-12%, and UpSlopeConst1=-5%;

[0076] If SlopeRatio<UpSlopeConst2,

[0077] The increase in the accelerator pedal opening compared to the previous moment is ≥AccPositionChange,

[0078] Duration ≥ TimeUpHill2,

[0079] The driving mode is determined to be uphill mode 2, wherein the threshold values ​​may be AccPositionChange=2%, TimeUpHill2=2 seconds, and UpSlopeConst2=-12%;

[0080] If the current driving mode of the car is uphill mode 2,

[0081] At the same time, UpSlopeConst2_1≤SlopeRatio<UpSlopeConstOff,

[0082] Duration ≥ TimeUpHill2_1,

[0083] The driving mode of the car is switched from uphill mode 2 to uphill mode 1, wherein the threshold values ​​may be TimeUpHill2_1=2 seconds and UpSlopeConst2_1=-10%.

[0084] The following is an introduction to the recognition conditions for exiting the uphill mode. If the car meets any of the following conditions, it can be determined that the uphill mode has been exited:

[0085] 1) The vehicle is in parking gear, reverse gear or neutral gear;

[0086] 2) Vehicle speed ≤ UpSlopeOffSpd, (e.g., UpSlopeOffSpd = 0 km / h);

[0087] 3) If UpSlopeConstOff≤SlopeRatio, and the duration≥TimeSlopeOff, it is determined to exit the current uphill mode 1 or uphill mode 2, wherein the above threshold values ​​may be TimeSlopeOff=2 seconds, UpSlopeConstOff=-3%.

[0088] It should be noted that the above values ​​for each threshold are only examples, and the specific values ​​can be set according to the actual application scenario.

[0089] (4) Determine the required torque based on driving mode

[0090] After determining the driving mode recognition result, the car can automatically enter the driving mode and adjust the required torque to the torque corresponding to the driving mode.

[0091] For example, after entering uphill mode 1, the driver demands torque to cut into PMup1 of uphill mode 1; after entering uphill mode 2, the driver demands torque to cut into PMup2 of uphill mode 2; after exiting uphill mode 2, if it is recognized that the vehicle enters uphill mode 1, the driver demands torque to cut into PMup1 of uphill mode 1; after exiting uphill mode 2, if it is recognized that the vehicle does not enter uphill mode 1, the driver demands torque to cut into PedalMap of the original driving mode selected by the driver; after exiting uphill mode 1, if it is recognized that the vehicle enters uphill mode 2, the driver demands torque to cut into PMup2 of uphill mode 2; after exiting uphill mode 1, if it is recognized that the vehicle does not enter uphill mode 2, the driver demands torque to cut into PedalMap of the original driving mode selected by the driver.

[0092] The optional implementation modes of the present invention are further described below in conjunction with the accompanying drawings.

[0093] Figure 2 is a schematic diagram of the comfort mode switching into the uphill mode 1 according to an optional implementation manner of the present invention, as shown Figure 2 As shown in the figure, when the driver selects the D gear comfort mode and drives from a flat road to an uphill road, the duration of releasing the brake pedal exceeds TimeBrakeOff, and the vehicle speed exceeds UpSlopeActSpd, and the accelerator pedal opening is greater than AccPostionUpAct, UpSlopeConst2≤SlopeRatio<UpSlopeConst1, and the duration is ≥TimeUpHill1, and the increase in the accelerator pedal opening compared to the previous moment is ≥AccPostionChange, then enter uphill mode 1. At the same time, the driver's required torque PedalMap changes from PMc to PMup1, and the required torque at this time is the output torque of uphill mode 1 under the same working conditions (vehicle speed, throttle).

[0094] Figure 3 is a schematic diagram of the comfort mode switching into the uphill mode 2 according to an optional implementation manner of the present invention, such as Figure 3As shown in the figure, when the driver selects the D gear comfort mode and drives from a flat road to an uphill road, the duration of releasing the brake pedal exceeds TimeBrakeOff, and the vehicle speed exceeds UpSlopeActSpd, and the accelerator pedal opening is greater than AccPostionUpAct, and SlopeRatio is less than UpSlopeConst2, and the increase in the accelerator pedal opening compared to the previous moment is ≥ AccPostionChange, the vehicle enters uphill mode 2. At the same time, the driver's required torque PedalMap changes from PMc to PMup2, and the required torque at this time is the output torque of uphill mode 2 under the same working conditions (vehicle speed, throttle).

[0095] Figure 4 is a schematic diagram of the uphill mode 1 switching into the uphill mode 2 according to an optional embodiment of the present invention, such as Figure 4 As shown in the figure, when the driver is currently in uphill mode 1 in D gear, and then drives on a larger uphill road, the brake pedal is released for a duration exceeding TimeBrakeOff, and the vehicle speed exceeds UpSlopeActSpd, and the accelerator pedal opening is greater than AccPostionUpAct, and SlopeRatio is less than UpSlopeConst2, and the increase in the accelerator pedal opening compared to the previous moment is ≥ AccPostionChange, then enter uphill mode 2. At the same time, the driver's required torque PedalMap changes from PMup1 to PMup2, and the required torque at this time is the output torque of uphill mode 2 under the same working conditions (vehicle speed, throttle).

[0096] Figure 5 is a schematic diagram of the uphill mode 2 switching into the uphill mode 1 according to an optional embodiment of the present invention, such as Figure 5 As shown in the figure, when the driver is currently in the D gear uphill mode 2, and then drives onto a smaller uphill road, the brake pedal is released for a duration exceeding TimeBrakeOff, and the vehicle speed exceeds UpSlopeActSpd, and the accelerator pedal opening is greater than AccPostionUpAct, and UpSlopeConst2_1≤SlopeRatio<UpSlopeConstOff, and the duration is ≥TimeUpHill2_1, then the driver exits uphill mode 2 and enters uphill mode 1. At the same time, the driver's required torque PedalMap changes from PMup2 to PMup1, and the required torque at this time is the output torque of uphill mode 1 under the same working conditions (vehicle speed, throttle).

[0097] Figure 6 is a schematic diagram of the uphill mode 2 switching into the comfort mode according to an optional implementation mode of the present invention, such as Figure 6As shown in the figure, when the driver is currently in D gear uphill mode 2, and then drives onto a flat road, when the gear is P / R / N gear (i.e. parking gear, reverse gear, neutral gear), or the vehicle speed is ≤UpSlopeOffSpd, or UpSlopeConstOff≤SlopeRatio and the duration is ≥TimeSlopeOff, then the uphill mode 2 is exited and the comfort mode is entered. At the same time, the driver's required torque PedalMap changes from PMup2 to PMc, and the required torque at this time is the output torque of the comfort mode under the same working conditions (vehicle speed, throttle).

[0098] Figure 7 is a schematic diagram of the uphill mode 1 switching into the comfort mode according to an optional implementation mode of the present invention, such as Figure 7 As shown in the figure, when the driver is currently in D gear uphill mode 1, and then drives onto a flat road, when the gear is P / R / N gear (i.e. parking gear, reverse gear, neutral gear), or the vehicle speed is ≤UpSlopeOffSpd, or UpSlopeConstOff≤SlopeRatio and the duration is ≥TimeSlopeOff, then the uphill mode 1 is exited and the comfort mode is entered. At the same time, the driver's required torque PedalMap changes from PMup1 to PMc, and the required torque at this time is the output torque of the comfort mode under the same working conditions (vehicle speed, throttle).

[0099] According to an embodiment of the present invention, a vehicle torque control device is provided. Figure 8 is a structural block diagram of a vehicle torque control device according to an embodiment of the present invention. Figure 8 As shown, the device includes: an acquisition module 81, a first determination module 82 and a second determination module 83, which are described below.

[0100] An acquisition module 81 is used to acquire the driving gear and multiple driving parameters of a target vehicle equipped with a single-stage reduction device; a first determination module 82 is connected to the above-mentioned acquisition module 81, and is used to determine the target driving mode of the target vehicle according to the driving gear and multiple driving parameters; a second determination module 83 is connected to the above-mentioned first determination module 82, and is used to determine the target torque of the target vehicle according to the target driving mode.

[0101] According to an embodiment of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute any one of the above-mentioned vehicle torque control methods.

[0102] According to an embodiment of the present invention, a computer device is provided, comprising: a memory and a processor, wherein the memory stores a computer program; and the processor is used to execute the computer program stored in the memory, wherein when the computer program is executed, the processor executes any one of the above-mentioned vehicle torque control methods.

[0103] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0104] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0105] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units can be a logical function division. There may be other division methods in 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. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0106] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0107] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0108] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0109] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A vehicle torque control method, characterized in that: include: Acquiring a driving gear position and a plurality of driving parameters of a target vehicle equipped with a single-stage reduction gear; determining a target driving mode of the target vehicle according to the driving gear and the plurality of driving parameters; determining a target torque of the target vehicle according to the target driving mode; The plurality of driving parameters include: the duration of the brake signal being in a predetermined state, the vehicle speed, the accelerator pedal opening, the accelerator pedal opening increment, the slope value, and the duration of the slope value being in a predetermined range; The target driving mode includes at least one of the following: an initial driving mode, a first uphill driving mode and a second uphill driving mode, wherein the initial driving mode is a driving mode before the target vehicle switches the driving mode to the first uphill driving mode and / or the second uphill driving mode, the first uphill driving mode is applicable to driving on a first slope, the second uphill driving mode is applicable to driving on a second slope, wherein the slope value corresponding to the first slope is greater than the slope value corresponding to the second slope; Wherein, determining the target driving mode of the target vehicle according to the driving gear and the plurality of driving parameters includes: If the driving gear of the target vehicle is not the parking gear, the reverse gear or the neutral gear, and the multiple driving parameters respectively satisfy the first condition set, then the target driving mode of the target vehicle is determined to be the first uphill driving mode, wherein the first condition set includes: the duration of the braking signal being in the predetermined state is not less than a first predetermined duration, the vehicle speed is greater than a first predetermined vehicle speed threshold, the slope value is less than the first predetermined slope value but not less than a second predetermined slope value, the duration of the slope value being less than the first predetermined slope value but not less than the second predetermined slope value is not less than the second predetermined duration, the accelerator pedal opening is greater than the first predetermined accelerator pedal opening threshold, and the accelerator pedal opening value-added is not less than the first predetermined accelerator pedal opening value-added threshold.

2. The method according to claim 1, characterized in that: The step of determining a target driving mode of the target vehicle according to the driving gear and the plurality of driving parameters further comprises: If the driving gear of the target vehicle is not the parking gear, the reverse gear or the neutral gear, and the multiple driving parameters respectively satisfy the second condition set, the target driving mode of the target vehicle is determined to be the second uphill driving mode, wherein the second condition set includes: the duration of the braking signal in the predetermined state is not less than a third predetermined duration, the vehicle speed is greater than a second predetermined vehicle speed threshold, the slope value is less than a second predetermined slope value, the duration of the slope value being less than the second predetermined slope value is not less than a fourth predetermined duration, the accelerator pedal opening is greater than a second predetermined accelerator pedal opening threshold, and the accelerator pedal opening value-added is not less than a second predetermined accelerator pedal opening value-added threshold.

3. The method according to claim 1, characterized in that The step of determining a target driving mode of the target vehicle according to the driving gear and the plurality of driving parameters further comprises: If the driving gear and the multiple driving parameters of the target vehicle meet any one of the following conditions, the target driving mode of the target vehicle is determined to be the initial mode: the driving gear is parking gear, reverse gear or neutral gear, the vehicle speed is not greater than a third predetermined vehicle speed threshold, the slope value is not less than a third predetermined slope value, and the duration that the slope value is not less than the third predetermined slope value is not less than a fifth predetermined duration.

4. The method according to claim 1, characterized in that: The step of determining a target driving mode of the target vehicle according to the driving gear and the plurality of driving parameters further comprises: If the driving gear of the target vehicle is not the parking gear, the reverse gear or the neutral gear, and the multiple driving parameters respectively satisfy the third condition set, the target driving mode of the target vehicle is determined to be the first uphill driving mode, wherein the third condition set includes: the current driving mode of the target vehicle is the second uphill driving mode, the slope value is less than the third predetermined slope value but not less than the fourth predetermined slope value, and the duration of the slope value being less than the third predetermined slope value but not less than the fourth predetermined slope value is not less than the sixth predetermined duration.

5. The method according to any one of claims 1 to 4, characterized in that Determining the target torque of the target vehicle according to the target driving mode includes: A torque value corresponding to the target driving mode is acquired, and the torque value is determined as a target torque of the target vehicle.

6. A vehicle torque control device, characterized in that: include: An acquisition module, used for acquiring a driving gear position and a plurality of driving parameters of a target vehicle equipped with a single-stage reduction device; A first determination module, configured to determine a target driving mode of the target vehicle according to the driving gear and the plurality of driving parameters; A second determination module, configured to determine a target torque of the target vehicle according to the target driving mode; The plurality of driving parameters include: the duration of the brake signal being in a predetermined state, the vehicle speed, the accelerator pedal opening, the accelerator pedal opening increment, the slope value, and the duration of the slope value being in a predetermined range; The target driving mode includes at least one of the following: an initial driving mode, a first uphill driving mode and a second uphill driving mode, wherein the initial driving mode is a driving mode before the target vehicle switches the driving mode to the first uphill driving mode and / or the second uphill driving mode, the first uphill driving mode is applicable to driving on a first slope, the second uphill driving mode is applicable to driving on a second slope, wherein the slope value corresponding to the first slope is greater than the slope value corresponding to the second slope; Among them, the first determination module is also used to determine that the target driving mode of the target vehicle is a first uphill driving mode if the driving gear of the target vehicle is not the parking gear, the reverse gear or the neutral gear, and the multiple driving parameters respectively satisfy the first condition set, wherein the first condition set includes: the duration of the braking signal being in a predetermined state is not less than a first predetermined duration, the vehicle speed is greater than a first predetermined vehicle speed threshold, the slope value is less than the first predetermined slope value but not less than a second predetermined slope value, the duration of the slope value being less than the first predetermined slope value but not less than the second predetermined slope value is not less than the second predetermined duration, the accelerator pedal opening is greater than the first predetermined accelerator pedal opening threshold, and the accelerator pedal opening value-added is not less than the first predetermined accelerator pedal opening value-added threshold.

7. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute the vehicle torque control method according to any one of claims 1 to 5.

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