Vehicle torque control method, device and vehicle

Abstract

The application provides a vehicle torque control method, device and vehicle, and the method comprises the following steps: acquiring vehicle data; judging whether the vehicle meets a steering auxiliary control condition according to the vehicle data; if yes, determining an additional deceleration required to be applied to the vehicle according to the vehicle data, and determining a torque reduction amount of the vehicle according to the additional deceleration; and controlling the vehicle torque according to the torque reduction amount. The technical scheme of the application is more accurate in controlling the vehicle torque, and improves the safety in the vehicle steering auxiliary control process.

Description

TECHNICAL FIELD

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

[0002] In order to realize smooth turning operation, when the driver operates the steering wheel to control the turning of the vehicle, the torque generated by the power source is often reduced to reduce the speed of the vehicle, so as to apply more load on the front wheels as the steering wheels, improve the responsiveness of the vehicle when turning the steering wheel, and further realize the steering assist control of the vehicle.

[0003] However, the current steering assist control is often performed by setting the torque reduction amount, which has certain risks. For example, when the vehicle is in the steering assist control process, if the driver turns the steering wheel to cause the steering assist control function to intervene again, the torque reduction amount of the last steering assist control is the same as that of the previous steering assist control, which may cause the vehicle to turn too much. Or, when the vehicle is a four-wheel drive vehicle and the torque distribution ratio of the front and rear wheels of the vehicle is changing, if the driver turns the steering wheel to cause the steering assist control function to intervene, and the set torque reduction amount is large, the load on the front wheels of the vehicle may be too heavy, which may cause the vehicle body to be unstable or unable to achieve the predetermined steering target. SUMMARY

[0004] The problem solved by the present application is how to improve the safety in the steering assist control process.

[0005] To solve the above problems, the present application provides a vehicle torque control method, device and vehicle.

[0006] In a first aspect, the present application provides a vehicle torque control method, comprising:

[0007] obtaining vehicle data;

[0008] determining whether the vehicle meets the steering assist control condition according to the vehicle data, if yes, determining the additional deceleration required to be applied to the vehicle according to the vehicle data, and determining the torque reduction amount of the vehicle according to the additional deceleration;

[0009] controlling the vehicle torque according to the torque reduction amount.

[0010] Optionally, the vehicle data includes at least one of vehicle speed, throttle opening, steering wheel steering angle and yaw angle acceleration, and the torque reduction amount is positively correlated with the size of the vehicle data.

[0011] Optionally, the determination of the additional deceleration required to be applied to the vehicle according to the vehicle data comprises:

[0012] determine an influence coefficient corresponding to the vehicle data in a preset correspondence relationship, the preset correspondence relationship including corresponding vehicle data and influence coefficients, and a size of the vehicle data being positively correlated with a size of the influence coefficient;

[0013] determine the additional deceleration according to the influence coefficient.

[0014] Optionally, when the vehicle is a two-wheel drive vehicle, the influence coefficient includes a vehicle speed influence coefficient, a throttle opening degree influence coefficient, a steering wheel angle influence coefficient, and a yaw angle acceleration deceleration requirement value, and the determining the additional deceleration according to the influence coefficient includes:

[0015] multiplying the vehicle speed influence coefficient, the throttle opening degree influence coefficient, the steering wheel angle influence coefficient, and the yaw angle acceleration deceleration requirement value to determine the additional deceleration.

[0016] Optionally, the determining whether the vehicle meets the steering assist control condition according to the vehicle data includes:

[0017] when the vehicle is in a steering assist control state, determining whether the vehicle again meets the steering assist control condition according to the vehicle data;

[0018] wherein the steering assist control state includes a process in which the vehicle torque starts to decrease by a torque reduction amount of current steering assist control and then rises to a torque corresponding to a current throttle opening degree.

[0019] Optionally, when the vehicle is a four-wheel drive vehicle, the influence coefficient includes a vehicle speed influence coefficient, a throttle opening degree influence coefficient, a steering wheel angle influence coefficient, a yaw angle acceleration deceleration requirement value, and a front-rear wheel torque distribution execution proportion coefficient, and the determining the additional deceleration according to the influence coefficient includes:

[0020] when the vehicle is not in a front-rear wheel torque distribution proportion changing process, multiplying the vehicle speed influence coefficient, the throttle opening degree influence coefficient, the steering wheel angle influence coefficient, and the yaw angle acceleration deceleration requirement value to determine the additional deceleration;

[0021] when the vehicle is in the front-rear wheel torque distribution proportion changing process, multiplying the vehicle speed influence coefficient, the throttle opening degree influence coefficient, the steering wheel angle influence coefficient, the yaw angle acceleration deceleration requirement value, and the front-rear wheel torque distribution execution proportion coefficient to determine the additional deceleration.

[0022] Optionally, the determining the torque reduction amount of the vehicle according to the additional deceleration includes:

[0023] The additional deceleration is multiplied by the vehicle weight and the effective rolling radius of the tire to determine the torque reduction amount.

[0024] Optionally, the vehicle data comprises a steering wheel steering angle, a steering wheel steering rate and a pedal pressing rate, and the steering assistance control condition comprises:

[0025] The steering wheel steering angle is greater than or equal to a preset angle threshold, the steering wheel steering rate is greater than or equal to a preset steering rate threshold, and the pedal pressing rate is greater than or equal to a preset pedal pressing rate threshold.

[0026] In a second aspect, the present application provides a vehicle torque control device, comprising:

[0027] an acquisition module configured to acquire vehicle data;

[0028] a processing module configured to determine, according to the vehicle data, whether a vehicle satisfies a steering assistance control condition, and if so, determine an additional deceleration required to be applied to the vehicle according to the vehicle data, and determine a torque reduction amount of the vehicle according to the additional deceleration;

[0029] a control module configured to control the vehicle torque according to the torque reduction amount.

[0030] In a third aspect, the present application provides a vehicle comprising a memory and a processor;

[0031] the memory is configured to store a computer program;

[0032] the processor is configured to implement the vehicle torque control method according to any one of the first aspect when executing the computer program.

[0033] The vehicle torque control method, device and vehicle provided by the present application have the following beneficial effects: vehicle data is acquired in real time, which can include vehicle speed and steering operation data. According to the vehicle data, it is determined whether the vehicle satisfies an auxiliary control condition. If yes, it indicates that steering auxiliary control intervention is required at this time. If not, it indicates that steering auxiliary control intervention is not required at this time. When steering auxiliary control intervention is required, an additional deceleration required to be applied to the vehicle is determined according to the real-time acquired vehicle data. The additional deceleration is associated with the vehicle data at this time and is more close to the current working condition of the vehicle. A torque reduction amount by which the vehicle torque needs to be reduced is determined according to the additional deceleration. The vehicle torque is controlled to reduce to a corresponding value according to the torque reduction amount, so as to realize steering auxiliary control of the vehicle. The torque reduction amount is determined by the current vehicle data and is adapted to the current vehicle working condition. Compared with the fixed torque reduction amount in the prior art, the steering auxiliary control process is improved in safety, and the vehicle steering is not excessively steered and the vehicle body posture is stable when the fixed torque reduction amount is too large. BRIEF DESCRIPTION OF DRAWINGS

[0034] Figure 1 A flowchart of a vehicle torque control method provided for an embodiment of the present application;

[0035] Figure 2 A schematic diagram of steering assist control when a vehicle of an embodiment of the present application is in a steering assist control state;

[0036] Figure 3 A schematic diagram of steering assist control when a four-wheel drive vehicle of an embodiment of the present application is in a front-rear wheel torque distribution ratio changing process;

[0037] Figure 4 A structural schematic diagram of a vehicle torque control device provided for an embodiment of the present application. DETAILED DESCRIPTION

[0038] In order to make the above objectives, features and advantages of the present application more apparent, specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. Although some embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms, and should not be interpreted as being limited to the embodiments set forth herein, but rather, these embodiments are provided so as to more thoroughly and completely understand the present application. It should be understood that the drawings and embodiments of the present application are for exemplary purposes only, and are not intended to limit the scope of protection of the present application.

[0039] It should be understood that each of the steps recited in the method embodiments of the present application can be executed in different orders, and / or in parallel. In addition, the method embodiments can include additional steps and / or omit the execution of the steps shown. The scope of the present application is not limited in this respect.

[0040] The term "comprising" and variations thereof as used in the present application are open-ended, that is, "including but not limited to". The term "based on" is "based, at least in part, on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optional" means "optional in at least some embodiments". Related definitions will be given in the description below. It should be noted that the concepts of "first", "second", etc. mentioned in the present application are only used to distinguish different devices, modules or units, and are not intended to limit the order or interdependence of the functions performed by these devices, modules or units.

[0041] It should be noted that the modification of "one", "multiple" mentioned in the present application is illustrative and not limiting, and those skilled in the art should understand that, unless otherwise explicitly indicated in the context, it should be understood as "one or more".

[0042] The names of the messages or information exchanged between the plurality of devices in the embodiments of the present application are only for illustrative purposes, and are not intended to limit the scope of the messages or information.

[0043] In the prior art, the driver often controls the vehicle to turn by intermittently rotating the steering wheel, for example, when the vehicle is running on a curve with a gradually decreasing radius, the driver rotates the steering wheel, keeps the steering wheel still for a period of time, and then rotates the steering wheel again. When the driver rotates the steering wheel so that the vehicle data meets the steering assist control condition, the vehicle will reduce the torque generated by the power source through steering assist control to realize auxiliary control of the vehicle turning. If the driver rotates the steering wheel again at this time, the steering assist control function will intervene again to further reduce the torque generated by the power source. The torque reduction amount of the last steering assist control is the same as that of the previous steering assist control, which may cause excessive rotation of the vehicle when turning again, and there is a risk of oversteering.

[0044] In addition, considering the different driving modes of the vehicle, for a four-wheel drive vehicle, when the slip amount of the main drive wheel is higher than a predetermined value, that is, the driving loss of the main drive wheel is greater than the sum of the driving loss of the auxiliary drive wheel and the driving loss caused by the output distribution of the vehicle power source to the auxiliary drive wheel, the output distribution of the vehicle power source to the auxiliary drive wheel is increased. Specifically, when the slip amount of the main drive wheel of the four-wheel drive vehicle is higher than the predetermined value, the driving torque of the auxiliary drive wheel is increased.

[0045] When the control based on the slip of the front wheels to increase the driving force distribution ratio from the front wheels to the rear wheels is performed, the implementation of the steering assist control increases the load of the front wheels, resulting in insufficient load of the rear wheels, which may cause the body posture of the four-wheel drive vehicle to be unstable.

[0046] When the control based on the slip of the rear wheels to increase the driving force distribution ratio from the rear wheels to the front wheels is performed, the implementation of the steering assist control may cause the load of the front wheels to be too heavy, resulting in that the four-wheel drive vehicle cannot achieve the predetermined target steering control.

[0047] As shown in Figure 1 A vehicle torque control method provided by an embodiment of the present application comprises:

[0048] In step S100, vehicle data is acquired.

[0049] Specifically, the vehicle data can be detected in real time during the running of the vehicle. The vehicle data can include the steering angle of the steering wheel, the steering rate of the steering wheel, and the accelerator pedal pressing rate, and can also include the vehicle speed, the accelerator opening degree, and the yaw angular acceleration, etc. The vehicle data can be collected by corresponding sensors, for example, the steering angle of the steering wheel can be collected by an angle sensor, and the vehicle speed can be collected by a speed sensor, etc.

[0050] Step S200, judging whether the vehicle data meets the steering assist control condition, if yes, determining the additional deceleration needed to be applied to the vehicle according to the vehicle data, and determining the torque reduction amount of the vehicle according to the additional deceleration.

[0051] Specifically, it is judged whether the vehicle data meets the preset steering assist control condition, the steering assist control condition refers to the precondition of the intervention of the vehicle steering assist control, which can include that the vehicle data is greater than or equal to the corresponding preset threshold, for example, the steering angle of the steering wheel is greater than or equal to the preset angle threshold, the steering rate of the steering wheel is greater than or equal to the preset steering rate threshold, the accelerator pedal pressing rate is greater than or equal to the preset accelerator pedal pressing rate threshold; or any other precondition associated with the vehicle data for the intervention of the steering assist control, and the specific content of the steering assist control condition is not limited here.

[0052] The additional deceleration represents the target value of the additional deceleration needed to be applied to the driving wheel of the vehicle to ensure the smooth turning of the vehicle according to the current vehicle data, i.e. the target value of the speed reduction; the torque reduction amount refers to the target value of the torque reduction of the vehicle power source to achieve the additional deceleration applied to the vehicle.

[0053] Exemplarily, judging whether the vehicle data meets the steering assist control condition according to the vehicle data can include: when the vehicle is in the steering assist control state, judging whether the vehicle data meets the steering assist control condition again; or when the vehicle is a four-wheel drive vehicle and the vehicle is in the process of changing the front-rear wheel torque distribution ratio, judging whether the vehicle data meets the steering assist control condition.

[0054] Step S300, controlling the vehicle torque according to the torque reduction amount.

[0055] Exemplarily, the vehicle torque is controlled to decrease to a corresponding value according to the torque reduction amount, for example, if the current vehicle torque is 100 N·m and the torque reduction amount is 20 N·m, the current vehicle torque is controlled to decrease by 20 N·m to 80 N·m.

[0056] In this embodiment, vehicle data is acquired in real time, which can include vehicle speed and steering operation data, etc. Whether the vehicle meets the auxiliary control condition is determined according to the vehicle data. If yes, it means that the steering auxiliary control intervention is needed at this time; if not, it means that the steering auxiliary control intervention is not needed at this time. When the steering auxiliary control intervention is needed, an additional deceleration that needs to be applied to the vehicle is determined according to the real-time acquired vehicle data, which is associated with the vehicle data at this time and is closer to the current working condition of the vehicle. The torque reduction amount by which the vehicle torque needs to be reduced is determined according to the additional deceleration, and the vehicle torque is controlled to be reduced to a corresponding value according to the torque reduction amount, so as to realize the steering auxiliary control of the vehicle. The torque reduction amount is determined by the current vehicle data, which is adapted to the current vehicle working condition, and compared with the fixed torque reduction amount in the prior art, the steering oversteering and the unstable body posture caused by the fixed torque reduction amount that is too large can be avoided, and the safety in the steering auxiliary control process is improved.

[0057] Optionally, the vehicle data includes a steering wheel steering angle, a steering wheel steering rate and a throttle pedal pressing rate, and the steering auxiliary control condition includes:

[0058] The steering wheel steering angle is greater than or equal to a preset angle threshold, the steering wheel steering rate is greater than or equal to a preset steering rate threshold, and the throttle pedal pressing rate is greater than or equal to a preset throttle rate threshold.

[0059] Specifically, the preset angle threshold, the preset steering rate threshold and the preset throttle rate threshold can be set according to actual conditions, and the steering wheel steering angle, the steering wheel steering rate and the throttle pedal pressing rate reflect the steering operation data in the vehicle steering process.

[0060] It can be understood that, regardless of whether the vehicle is a two-wheel drive vehicle or a four-wheel drive vehicle, and regardless of how many times the vehicle steers, the steering auxiliary control condition can be used to determine whether the steering auxiliary control intervention is needed each time the vehicle steers, for example, when the vehicle travels on a curve with gradually decreasing radius, the driver turns the steering wheel, keeps the steering wheel still for a period of time, and then turns the steering wheel again, the steering wheel is turned to control the vehicle to steer, and the steering auxiliary control condition can be used to determine whether the steering auxiliary control is needed.

[0061] Optionally, the vehicle data includes at least one of a vehicle speed, a throttle opening degree, a steering wheel steering angle and a yaw angle acceleration, and the torque reduction amount is positively correlated with the size of the vehicle data.

[0062] It can be understood that, the greater the vehicle data such as the vehicle speed, the throttle opening degree, the steering wheel steering angle and the yaw angle acceleration, the greater the additional deceleration that needs to be applied to the vehicle drive wheel in order to ensure the smooth steering of the vehicle, and therefore the greater the torque reduction amount corresponding to the vehicle torque.

[0063] For example, when a driver controls a vehicle to turn by intermittently turning the steering wheel, they first turn the steering wheel to enter the turn, and then intermittently turn the steering wheel during the turn to correct the vehicle's direction. Typically, the vehicle data corresponding to the previous steering wheel turn is greater than the data corresponding to the next steering wheel turn; for example, the steering wheel angle and yaw acceleration are at their maximum when entering the turn. Furthermore, when the vehicle is in steering assist control mode, the reduced output torque of the vehicle's power source adds deceleration to the drive wheels, causing the vehicle to slow down, resulting in a lower speed when turning again compared to the previous turn.

[0064] Since the amount of torque reduction is positively correlated with the magnitude of vehicle data, when the vehicle is in steering assist control mode and then turns, the amount of torque reduction corresponding to the second turn will be lower than that corresponding to the original steering assist control mode. This avoids applying the same additional deceleration to the vehicle's drive wheels when turning again, thus preventing oversteering and improving the vehicle's safety during the steering assist control process.

[0065] Optionally, determining the additional deceleration to be applied to the vehicle based on the vehicle data includes:

[0066] Step S210: Determine the influence coefficient corresponding to the vehicle data in a preset correspondence relationship. The preset correspondence relationship includes the corresponding vehicle data and the influence coefficient. The magnitude of the vehicle data is positively correlated with the magnitude of the influence coefficient.

[0067] Specifically, the correspondence between vehicle data and influence coefficients can be established in advance through charts and other means. Different vehicle data correspond to different influence coefficients, and the influence coefficient represents the coefficient corresponding to the vehicle data that affects the additional deceleration.

[0068] For example, for a two-wheel drive vehicle, the vehicle data related to the additional deceleration required on the vehicle's drive wheels includes vehicle speed, throttle opening, steering wheel angle, and yaw angle acceleration. The corresponding deceleration requirement values ​​for the vehicle speed influence coefficient, throttle opening influence coefficient, steering wheel angle influence coefficient, and yaw angle acceleration are then found in the preset correspondence.

[0069] For four-wheel drive vehicles, the vehicle data related to the additional deceleration required on the drive wheels includes vehicle speed, throttle opening, steering wheel angle, yaw acceleration, and front-to-rear torque distribution ratio. Therefore, in addition to looking up the corresponding deceleration requirement values ​​for vehicle speed influence coefficient, throttle opening influence coefficient, steering wheel angle influence coefficient, and yaw acceleration in the preset correspondence, it is also necessary to determine whether to look up the corresponding front-to-rear torque distribution ratio coefficient in the preset correspondence based on whether the vehicle is in a front-to-rear drive torque distribution state.

[0070] Step S220, determining the additional deceleration according to the influence coefficient.

[0071] In this optional embodiment, compared with the torque reduction amount of the previous steering assist control in the prior art, the additional deceleration is calculated according to the influence coefficient corresponding to the vehicle data that has an influence on the additional deceleration, so that the additional deceleration required to be applied to the vehicle in the current vehicle working condition can be determined, and then the torque reduction amount of the vehicle torque required to be reduced in the current vehicle working condition is determined. The torque reduction amount is more close to the current actual working condition of the vehicle, has higher precision, and thus the safety in the steering assist control process is higher.

[0072] Optionally, when the vehicle is a two-wheel drive vehicle, the influence coefficient includes a vehicle speed influence coefficient, a throttle opening degree influence coefficient, a steering wheel angle influence coefficient, and a yaw angle acceleration deceleration requirement value, and the determining the additional deceleration according to the influence coefficient includes:

[0073] multiplying the vehicle speed influence coefficient, the throttle opening degree influence coefficient, the steering wheel angle influence coefficient, and the yaw angle acceleration deceleration requirement value to determine the additional deceleration.

[0074] Specifically, when the vehicle is a two-wheel drive vehicle, the calculation process of the additional deceleration can be represented by the following formula: additional deceleration = vehicle speed influence coefficient x throttle opening degree influence coefficient x steering wheel angle influence coefficient x yaw angle acceleration deceleration requirement value.

[0075] Optionally, the determining whether the vehicle meets the steering assist control condition according to the vehicle data includes:

[0076] When the vehicle is in the steering assist control state, determining whether the vehicle again meets the steering assist control condition according to the vehicle data.

[0077] Specifically, during the turning of the vehicle, if the driver rotates the steering wheel for steering, the steering assist control condition is triggered, the steering assist control reduces the torque generated by the power source to achieve the auxiliary control of the turning of the vehicle, and at this time, the vehicle is in the steering assist control state.

[0078] If the driver rotates the steering wheel again at this time, the steering assist control condition is triggered again, and the steering assist control reduces the torque generated by the power source again. At this time, the torque reduction amount during the second steering is determined according to the real-time acquired vehicle data, so as to avoid using the torque reduction amount during the previous vehicle steering to control the vehicle torque, so as to prevent the vehicle from steering excessively.

[0079] The steering assist control state includes the process of the vehicle torque decreasing according to the current steering assist control torque reduction amount, until the vehicle torque recovers to the torque corresponding to the current throttle opening.

[0080] For example, assuming the current vehicle torque is 100 N·m and the torque reduction is 20 N·m, the steering assist control will reduce the vehicle torque to 80 N·m and then maintain it at 80 N·m for a period of time. This time can be set according to the actual situation or determined according to changes in vehicle data. For example, when the steering wheel angle no longer increases, the vehicle torque will rise from 80 N·m to 100 N·m corresponding to the current throttle opening.

[0081] In this optional embodiment, such as Figure 2 As shown, when the vehicle is in steering assist control mode, if the vehicle no longer meets the steering assist control conditions, the original steering assist control mode is maintained. If the vehicle meets the steering assist control conditions again, the additional deceleration required for the vehicle to turn again is determined based on real-time vehicle data, and the torque reduction amount for turning again is determined based on the additional deceleration. Compared with the prior art, which uses the current torque reduction amount of the assist control to further reduce the vehicle torque, this reduces the steering assist control effect when turning again, thereby preventing oversteering and improving safety during the steering assist control process.

[0082] Optionally, when the vehicle is a four-wheel drive vehicle, the influence coefficients include vehicle speed influence coefficient, throttle opening influence coefficient, steering wheel angle influence coefficient, yaw angle acceleration deceleration requirement value, and front and rear wheel torque distribution execution ratio coefficient. Determining the additional deceleration based on the influence coefficients includes:

[0083] When the vehicle is not in the process of changing the torque distribution ratio between the front and rear wheels, the additional deceleration is determined by multiplying the vehicle speed influence coefficient, the throttle opening influence coefficient, the steering wheel angle influence coefficient, and the deceleration requirement value of the yaw angle acceleration.

[0084] Specifically, when the vehicle is a four-wheel drive vehicle and is not in the process of changing the torque distribution ratio between the front and rear wheels, the calculation process of the additional deceleration can be expressed by the following formula:

[0085] Additional deceleration = Vehicle speed influence coefficient × Throttle opening influence coefficient × Steering wheel angle influence coefficient × Yaw angle acceleration deceleration requirement value.

[0086] When the vehicle is in the process of changing the front and rear wheel torque distribution ratio, the additional deceleration is determined by multiplying the vehicle speed influence coefficient, the throttle opening influence coefficient, the steering wheel angle influence coefficient, the deceleration requirement value of the yaw angle acceleration, and the front and rear wheel torque distribution execution ratio coefficient.

[0087] Specifically, when the four-wheel drive vehicle is in the process of changing the front-rear wheel torque distribution ratio, it indicates that the main drive wheels of the four-wheel drive vehicle are slipping, and the power source of the four-wheel drive vehicle will increase the torque distribution to the auxiliary drive wheels and reduce the torque distribution to the main drive wheels.

[0088] When the vehicle is a four-wheel drive vehicle and is in the process of changing the front-rear wheel torque distribution ratio, the additional deceleration calculation process can be represented by the following formula:

[0089] The additional deceleration = front-rear wheel torque distribution execution ratio coefficient x vehicle speed influence coefficient x throttle opening degree influence coefficient x steering wheel angle influence coefficient x yaw angle acceleration deceleration requirement value, wherein the front-rear wheel torque distribution execution ratio can be the front-rear wheel torque execution ratio corresponding to the four-wheel drive vehicle after the front-rear wheel torque change is completed.

[0090] In this optional embodiment, the four-wheel drive vehicle needs to determine whether the four-wheel drive vehicle is in the process of changing the front-rear wheel torque distribution ratio each time the steering assistance control is performed, so as to adopt appropriate steering assistance control strength. As shown in Figure 3 When the four-wheel drive vehicle is in the process of changing the front-rear wheel torque distribution ratio, the steering assistance control needs to multiply the front-rear wheel torque distribution execution ratio coefficient when determining the additional deceleration, compared with the additional deceleration of the prior art and the steering assistance control of the four-wheel drive vehicle not in the process of changing the front-rear wheel torque distribution ratio, the front-rear wheel torque distribution execution ratio coefficient can be greater than 0 and less than 1, so as to reduce the additional deceleration of the four-wheel drive vehicle, and further reduce the torque reduction amount of the four-wheel drive vehicle, realize the reduction of the steering assistance control effect, and further inhibit the instability of the body posture of the four-wheel drive vehicle, realize the predetermined target steering control, and improve the safety in the steering assistance control process.

[0091] Optionally, the determination of the torque reduction amount of the vehicle according to the additional deceleration comprises:

[0092] Multiplying the additional deceleration by the vehicle weight and the effective rolling radius of the tire to determine the torque reduction amount.

[0093] Specifically, the torque reduction amount calculation process can be represented by the following formula: torque reduction amount = additional deceleration x vehicle weight x effective rolling radius of the tire.

[0094] As shown in Figure 4 The present application provides a vehicle torque control device, comprising:

[0095] An acquisition module is configured to acquire vehicle data.

[0096] a processing module configured to determine, according to the vehicle data, whether the vehicle satisfies a steering assistance control condition, and if so, determine an additional deceleration required to be applied to the vehicle according to the vehicle data, and determine a torque reduction amount of the vehicle according to the additional deceleration;

[0097] a control module configured to control vehicle torque according to the torque reduction amount.

[0098] The vehicle torque control device of the embodiment is used to implement the vehicle torque control method as described above, and has the same beneficial effects as the vehicle torque control method, which will not be repeated here.

[0099] Optionally, the processing module is specifically configured to:

[0100] determine an influence coefficient corresponding to the vehicle data in a preset correspondence relationship, the preset correspondence relationship including corresponding vehicle data and influence coefficients, and the size of the vehicle data being positively correlated with the size of the influence coefficient;

[0101] determine the additional deceleration according to the influence coefficient.

[0102] Optionally, when the vehicle is a two-wheel drive vehicle, the influence coefficient includes a vehicle speed influence coefficient, a throttle opening degree influence coefficient, a steering wheel angle influence coefficient, and a yaw angle acceleration deceleration requirement value, and the processing module is specifically configured to multiply the vehicle speed influence coefficient, the throttle opening degree influence coefficient, the steering wheel angle influence coefficient, and the yaw angle acceleration deceleration requirement value to determine the additional deceleration.

[0103] Optionally, when the vehicle is a four-wheel drive vehicle, the influence coefficient includes a vehicle speed influence coefficient, a throttle opening degree influence coefficient, a steering wheel angle influence coefficient, a yaw angle acceleration deceleration requirement value, and a front-rear wheel torque distribution execution proportion coefficient, and the processing module is specifically configured to:

[0104] when the vehicle is not in a front-rear wheel torque distribution proportion changing process, multiply the vehicle speed influence coefficient, the throttle opening degree influence coefficient, the steering wheel angle influence coefficient, and the yaw angle acceleration deceleration requirement value to determine the additional deceleration;

[0105] when the vehicle is in a front-rear wheel torque distribution proportion changing process, multiply the vehicle speed influence coefficient, the throttle opening degree influence coefficient, the steering wheel angle influence coefficient, the yaw angle acceleration deceleration requirement value, and the front-rear wheel torque distribution execution proportion coefficient to determine the additional deceleration.

[0106] Optionally, the processing module is specifically configured to multiply the additional deceleration by the vehicle weight and the effective rolling radius of the tire to determine the torque reduction amount.

[0107] A computer readable storage medium is also provided in another embodiment of the present application, and the computer program is stored in the storage medium. When the computer program is executed by a processor, the vehicle torque control method is implemented.

[0108] A vehicle is also provided in another embodiment of the present application, and the vehicle comprises a memory and a processor. The memory is configured to store a computer program. The processor is configured to implement the vehicle torque control method when executing the computer program.

[0109] Those skilled in the art can understand that all or part of the processes of the above-mentioned embodiments can be completed by a computer program instructing related hardware, and the program can be stored in a computer readable storage medium. When the program is executed, the processes of the above-mentioned embodiments can be included. The storage medium can be a magnetic disc, an optical disc, a read-only memory (ROM) or a random access memory (RAM), etc. In the present application, the units described as separate components can be or can not be physically separated, and the components shown as units can be or can not be physical units, i.e., they can be located in one place or distributed on multiple network units. Part or all of the units can be selected to achieve the purpose of the embodiment of the present application according to actual needs. In addition, the functional units in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0110] Although the present application is disclosed as above, the protection scope of the present application is not limited to this. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present application, and these changes and modifications will fall within the protection scope of the present application.

Claims

1. A vehicle torque control method, characterized in that, include: Obtain vehicle data; Determining whether a vehicle meets the steering assist control conditions based on the vehicle data includes: when the vehicle is in a steering assist control state, determining whether the vehicle meets the steering assist control conditions again based on the vehicle data; the steering assist control state includes: the process where the vehicle torque begins to decrease according to the torque reduction amount of the current steering assist control, until the vehicle torque recovers to the torque corresponding to the current throttle opening; or, when the vehicle is a four-wheel drive vehicle and the vehicle is in the process of changing the torque distribution ratio between the front and rear wheels, determining whether the vehicle meets the steering assist control conditions based on the vehicle data. If so, then determine the additional deceleration that needs to be applied to the vehicle based on the vehicle data, and determine the amount of torque reduction of the vehicle based on the additional deceleration; The vehicle torque is controlled based on the amount of torque reduction.

2. The vehicle torque control method according to claim 1, characterized in that, The vehicle data includes at least one of vehicle speed, throttle opening, steering wheel angle, and yaw acceleration, and the amount of torque reduction is positively correlated with the magnitude of the vehicle data.

3. The vehicle torque control method according to claim 1, characterized in that, The step of determining the additional deceleration that needs to be applied to the vehicle based on the vehicle data includes: In a preset correspondence, an influence coefficient corresponding to the vehicle data is determined. The preset correspondence includes the corresponding vehicle data and the influence coefficient. The magnitude of the vehicle data is positively correlated with the magnitude of the influence coefficient. The additional deceleration is determined based on the influence coefficient.

4. The vehicle torque control method according to claim 3, characterized in that, When the vehicle is a two-wheel drive vehicle, the influence coefficients include the vehicle speed influence coefficient, the throttle opening influence coefficient, the steering wheel angle influence coefficient, and the deceleration requirement value of the yaw angle acceleration. Determining the additional deceleration based on the influence coefficients includes: The additional deceleration is determined by multiplying the vehicle speed influence coefficient, the throttle opening influence coefficient, the steering wheel angle influence coefficient, and the deceleration requirement value of the yaw angle acceleration.

5. The vehicle torque control method according to claim 3, characterized in that, When the vehicle is a four-wheel drive vehicle, the influence coefficients include vehicle speed influence coefficient, throttle opening influence coefficient, steering wheel angle influence coefficient, yaw angle acceleration deceleration requirement value, and front and rear wheel torque distribution execution ratio coefficient. Determining the additional deceleration based on the influence coefficients includes: When the vehicle is not in the process of changing the torque distribution ratio between the front and rear wheels, the additional deceleration is determined by multiplying the vehicle speed influence coefficient, the throttle opening influence coefficient, the steering wheel angle influence coefficient, and the deceleration requirement value of the yaw angle acceleration. When the vehicle is in the process of changing the front and rear wheel torque distribution ratio, the additional deceleration is determined by multiplying the vehicle speed influence coefficient, the throttle opening influence coefficient, the steering wheel angle influence coefficient, the deceleration requirement value of the yaw angle acceleration, and the front and rear wheel torque distribution execution ratio coefficient.

6. The vehicle torque control method according to any one of claims 1 to 5, characterized in that, The determination of the torque reduction of the vehicle based on the additional deceleration includes: The amount of torque reduction is determined by multiplying the additional deceleration by the vehicle weight and the effective rolling radius of the tires.

7. The vehicle torque control method according to any one of claims 1 to 5, characterized in that, The vehicle data includes steering wheel angle, steering wheel speed, and accelerator pedal speed. The steering assist control conditions include: The steering wheel angle is greater than or equal to a preset angle threshold, the steering wheel speed is greater than or equal to a preset steering speed threshold, and the accelerator pedal speed is greater than or equal to a preset accelerator pedal speed threshold.

8. A vehicle torque control device, characterized in that, include: The acquisition module is used to acquire vehicle data; The processing module is used to determine whether the vehicle meets the steering assist control conditions based on the vehicle data, including: when the vehicle is in a steering assist control state, determining whether the vehicle meets the steering assist control conditions again based on the vehicle data, wherein the steering assist control state includes: the process of the vehicle torque decreasing according to the torque reduction amount of the current steering assist control until the vehicle torque recovers to the torque corresponding to the current throttle opening; or, when the vehicle is a four-wheel drive vehicle and the vehicle is in the process of changing the torque distribution ratio between the front and rear wheels, determining whether the vehicle meets the steering assist control conditions based on the vehicle data; if so, determining the additional deceleration that needs to be applied to the vehicle based on the vehicle data, and determining the torque reduction amount of the vehicle based on the additional deceleration; A control module is used to control the vehicle torque based on the torque reduction amount.

9. A vehicle, characterized in that, Including memory and processor; The memory is used to store computer programs; The processor is configured to implement the vehicle torque control method as described in any one of claims 1 to 7 when executing the computer program.

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