Method and device for determining motor output torque, vehicle and storage medium

Abstract

The embodiment of the application discloses a kind of determination methods, device, vehicle and storage medium of motor output torque, wherein the method comprises: in the case where the slope change state of the road where the vehicle is located indicates change occurs, the slope value of the road, the duration and the state of the vehicle are determined, wherein the slope change state includes no change, uphill changes to downhill, downhill changes to uphill, uphill changes to flat road, flat road changes to uphill, downhill changes to flat road, flat road changes to downhill;Based on the slope change state of the road where the vehicle is located, determine the preset condition for obtaining the slope value;In the case where the slope value of the road, the duration and the state of the vehicle meet the preset condition, the current slope value of the road where the vehicle is located is obtained;Based on the current slope value, the output torque of the motor of the vehicle is determined.

Description

Technical Field

[0001] This application relates to, but is not limited to, the field of vehicle technology, and in particular to a method, apparatus, vehicle, and storage medium for determining the output torque of an electric motor. Background Technology

[0002] Typically, the gradient of the road a vehicle is on changes continuously during operation, and these changes affect the motor's output torque. To ensure the vehicle can travel on roads with corresponding gradients, the motor's output torque needs to be adjusted accordingly. However, frequently adjusting the motor's output torque based on gradient changes can lead to vehicle instability and negatively impact the driving experience. Therefore, it is necessary to provide a new method for determining the motor's output torque. Summary of the Invention

[0003] In view of this, embodiments of this application provide at least one method, apparatus, vehicle, and storage medium for determining the output torque of a motor.

[0004] The technical solution of this application embodiment is implemented as follows:

[0005] On one hand, embodiments of this application provide a method for determining the output torque of a motor. The method includes: determining the slope value, duration, and state of the vehicle when it is determined that the slope change state of the road where the vehicle is located indicates a change, wherein the slope change state includes no change, uphill to downhill, downhill to uphill, uphill to flat road, flat road to uphill, downhill to flat road, and flat road to downhill; determining preset conditions for obtaining the slope value based on the slope change state of the road where the vehicle is located; obtaining the current slope value of the road where the vehicle is located when the slope value, duration, and state of the vehicle meet the preset conditions; and determining the output torque of the vehicle motor based on the current slope value.

[0006] On the other hand, embodiments of this application provide a device for determining the output torque of a motor. The device includes: a first determining module, configured to determine the slope value, duration, and state of the vehicle when the slope change state of the road where the vehicle is located indicates a change, wherein the slope change state includes no change, uphill to downhill, downhill to uphill, uphill to flat road, flat road to uphill, downhill to flat road, and flat road to downhill; a second determining module, configured to determine preset conditions for obtaining the slope value based on the slope change state of the road where the vehicle is located; a first obtaining module, configured to obtain the current slope value of the road where the vehicle is located when the slope value, duration, and state of the vehicle meet the preset conditions; and a third determining module, configured to determine the output torque of the vehicle motor based on the current slope value.

[0007] In another aspect, embodiments of this application provide a vehicle including a memory and a processor. The memory stores a computer program that can run on the processor, and the processor executes the program to implement some or all of the steps in the above-described method.

[0008] In another aspect, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements some or all of the steps in the above-described method.

[0009] In this embodiment, firstly, when it is determined that the slope change state of the road where the vehicle is located indicates a change, the slope value, duration, and vehicle state of the road are determined; secondly, based on the slope change state of the road where the vehicle is located, preset conditions for obtaining the slope value are determined; thirdly, when the slope value, duration, and vehicle state of the road meet the preset conditions, the current slope value of the road where the vehicle is located is obtained; finally, based on the current slope value, the output torque of the vehicle motor is determined.

[0010] Because the gradient of the road a vehicle is on changes continuously during driving, altering the motor's output torque according to these gradient changes would lead to frequent fluctuations in output torque. This embodiment of the application determines the vehicle's motor output torque only after the gradient, duration, and vehicle status meet preset conditions when the gradient of the road changes. In other words, the motor's output torque is only adjusted after confirming that the vehicle has switched to a different gradient. This reduces the changes in output torque caused by temporary variations in gradient, improving drivability and user experience.

[0011] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and are not intended to limit the technical solutions of this disclosure. Attached Figure Description

[0012] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with this application and, together with the specification, serve to explain the technical solutions of this application.

[0013] Figure 1 A schematic diagram illustrating the implementation process of a method for determining motor output torque provided in an embodiment of this application;

[0014] Figure 2 A schematic diagram illustrating the implementation process of step S201 provided in an embodiment of this application;

[0015] Figure 3 A schematic diagram illustrating the implementation process of step S2013 provided in an embodiment of this application;

[0016] Figure 4A A schematic diagram illustrating the implementation process of a method for determining ramp values ​​provided in an embodiment of this application;

[0017] Figure 4B A schematic diagram illustrating the implementation flow of a filtering method provided in an embodiment of this application;

[0018] Figure 5 A schematic diagram illustrating a ramp environment switching method provided in an embodiment of this application;

[0019] Figure 6 A schematic diagram illustrating the structural composition of a device for determining the output torque of a motor, provided in an embodiment of this application;

[0020] Figure 7 This is a schematic diagram of the hardware entity of a vehicle provided in an embodiment of this application. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application are further described in detail below with reference to the accompanying drawings and embodiments. The described embodiments should not be regarded as limitations on this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0023] The terms “first / second / third” are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that “first / second / third” may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0024] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. The terminology used herein is for descriptive purposes only and is not intended to limit the scope of this application.

[0025] This application provides a method for determining the output torque of a motor, such as... Figure 1 As shown, the method includes the following steps S101 to S104:

[0026] Step S101: If it is determined that the slope change status of the road where the vehicle is located indicates a change, determine the slope value, duration and status of the road and the vehicle, wherein the slope change status includes no change, uphill to downhill, downhill to uphill, uphill to flat road, flat road to uphill, downhill to flat road and flat road to downhill.

[0027] Here, the vehicle may include, but is not limited to, sedans, SUVs, commercial vehicles, and RVs. This application does not limit the type of vehicle.

[0028] When the slope status changes from uphill to downhill, downhill to uphill, uphill to flat, flat to uphill, downhill to flat, or flat to downhill, the slope status change indicates that a change has occurred. When the slope status remains unchanged, the slope status change indicates that no change has occurred.

[0029] In some embodiments, a vehicle can determine the slope value of the road it is on in real time, so as to determine the slope change state by using the slope value at the current moment and the slope value at the previous moment.

[0030] Correspondingly, the method for determining the change state of a ramp may include the following steps S201 to S203:

[0031] Step S201: Obtain the slope value of the road where the vehicle is located at the previous moment and the slope value at the current moment;

[0032] Here, the previous moment can be determined based on the frequency of determining the ramp value. For example, if the ramp value is determined every 5 milliseconds (ms), then the previous moment is the moment 5 ms before the current moment.

[0033] Methods for determining the ramp value may include: using longitudinal acceleration or dynamic equations or adding sensors to estimate the ramp value, as detailed in relevant technologies.

[0034] Step S202: Based on the ramp value at the previous moment and the ramp value at the current moment, determine the ramp state at the previous moment and the ramp state at the current moment;

[0035] Here, a slope value greater than 0 degrees (°) indicates an uphill slope; a slope value of 0° indicates a level road; and a slope value less than 0° indicates a downhill slope.

[0036] Step S203: Based on the slope state at the previous moment and the slope state at the current moment, determine the slope change state of the road where the vehicle is located at the current moment.

[0037] For example, if the slope was uphill in the previous moment and downhill in the current moment, the slope of the road where the vehicle is located will change from uphill to downhill in the current moment.

[0038] In some embodiments, the vehicle's state includes: gear position, vehicle speed, electronic parking brake system state, throttle opening state, and brake pressure or brake pedal travel state. Specifically, the gear position state is used to determine whether the vehicle is in neutral and active; the vehicle speed state is used to determine the vehicle speed and its duration; the electronic parking brake system state is used to determine whether the network electronic parking brake (EPB) system is in a released state; the throttle opening state is used to determine the throttle opening and its duration; and the brake pressure or brake pedal travel state is used to determine the brake pressure value or brake pedal travel.

[0039] The road slope value, duration, and vehicle status determined in step S101 are used to subsequently determine whether to acquire the slope value in order to adjust the output torque of the motor.

[0040] Step S102: Based on the slope change state of the road where the vehicle is located, determine the preset conditions for obtaining the slope value;

[0041] Here, the obtained slope value is used to determine the output torque of the vehicle motor, so that the output torque of the motor can be adjusted based on the slope value, thereby enabling the vehicle to travel on the corresponding road.

[0042] In some embodiments, the preset conditions corresponding to each slope change state are different. For example, when the slope change state is from flat road to uphill, and the accelerator needs to be pressed to go uphill, the accelerator opening needs to be greater than a certain threshold, the vehicle speed needs to be greater than a certain threshold, the slope value needs to be greater than a certain threshold (considered as uphill), the EPB needs to be turned off, and the brake pedal travel is 0. On the other hand, when the slope change state is from uphill to downhill, the accelerator does not need to be pressed, the vehicle speed needs to be less than a certain threshold, the slope value needs to be less than a certain threshold (considered as downhill), the EPB needs to be turned off, and the brake pedal travel needs to be greater than a certain threshold.

[0043] In some embodiments, the implementation of step S102, "determining preset conditions for obtaining the slope value based on the slope change state of the road where the vehicle is located," may include: when the slope change state is from a first slope state to a second slope state, the determined preset conditions for obtaining the slope value include:

[0044] The gear position is not in Park and the gear is active;

[0045] The throttle opening state is that the throttle is active, and the throttle opening meets a first preset range and a first preset duration.

[0046] The vehicle speed status is that the vehicle speed is valid and meets the second preset range;

[0047] The electronic parking brake system is in a state where it is active and in a released state.

[0048] The brake pressure or brake pedal travel state indicates that the brake is effective, and the brake pressure or brake pedal travel meets the third preset range;

[0049] The slope value of the road meets the fourth preset range and the second preset duration;

[0050] The first slope state and the second slope state are both one of uphill, downhill and flat road, and the first slope state and the second slope state are different.

[0051] Here, the preset range and preset duration in the preset conditions can be calibrated through testing, so that after obtaining the change state of the ramp, the preset conditions for obtaining the ramp value can be determined through the change state of the ramp.

[0052] Step S103: If the slope value, duration and vehicle status of the road meet the preset conditions, obtain the current slope value of the road where the vehicle is located.

[0053] Here, the ramp value is used to determine whether the ramp condition has changed; the duration is used to avoid frequent changes in the ramp value, which would lead to frequent changes in the output torque; and the vehicle status is used to further determine whether the ramp condition has changed from the vehicle's perspective.

[0054] If the road's slope value, duration, and vehicle status meet preset conditions, the vehicle can be considered to have switched to another slope state. Then, the current slope value of the road where the vehicle is located is obtained to change the motor's output torque, thereby reducing the frequent changes in the motor's output torque caused by frequent changes in the slope value.

[0055] Step S104: Determine the output torque of the vehicle motor based on the current slope value.

[0056] In this embodiment, firstly, when it is determined that the slope change state of the road where the vehicle is located indicates a change, the slope value, duration, and vehicle state of the road are determined; secondly, based on the slope change state of the road where the vehicle is located, preset conditions for obtaining the slope value are determined; thirdly, when the slope value, duration, and vehicle state of the road meet the preset conditions, the current slope value of the road where the vehicle is located is obtained; finally, based on the current slope value, the output torque of the vehicle motor is determined.

[0057] Because the gradient of the road a vehicle is on changes continuously during driving, altering the motor's output torque according to these gradient changes would lead to frequent fluctuations in output torque. This embodiment of the application determines the vehicle's motor output torque only after the gradient, duration, and vehicle status meet preset conditions when the gradient of the road changes. In other words, the motor's output torque is only adjusted after confirming that the vehicle has switched to a different gradient. This reduces the changes in output torque caused by temporary variations in gradient, improving drivability and user experience.

[0058] In some embodiments, such as Figure 2 As shown, the implementation of "obtaining the current slope value of the road where the vehicle is located" in step S201 may include the following steps S2011 to S2013:

[0059] Step S2011: If the longitudinal acceleration and lateral acceleration measured by the vehicle acceleration sensor at the current moment are valid and there is no communication failure, acquire the longitudinal acceleration, vehicle acceleration, lateral acceleration and vehicle speed at the current moment;

[0060] Here, the vehicle acceleration sensor measures the longitudinal and lateral acceleration at the current moment without communication failure and is valid, meaning that it can normally obtain valid longitudinal and lateral acceleration.

[0061] The vehicle acceleration can be the longitudinal acceleration obtained from the chassis speed difference or the longitudinal acceleration calculated from the speed difference using motor speed. In some embodiments, the vehicle acceleration is equal to... Where V is the vehicle speed and t is the time.

[0062] In some embodiments, the longitudinal acceleration, vehicle acceleration, lateral acceleration, and vehicle speed at the current moment can be obtained via the Controller Area Network (CAN) bus.

[0063] Step S2012: Based on the lateral acceleration and the vehicle speed, determine the influence value of the lateral acceleration on the longitudinal acceleration;

[0064] Here, the effect of lateral acceleration on longitudinal acceleration manifests as the lateral offset of the vehicle.

[0065] In implementation, multiple lateral accelerations generated when the vehicle operates under multiple steering conditions at the same speed can be obtained first. Then, the difference between each lateral acceleration value and the longitudinal acceleration value under the no-steering condition can be determined to obtain the influence value of each lateral acceleration on the longitudinal acceleration at that speed. Finally, the vehicle speed can be changed to obtain the influence values ​​of different lateral accelerations on the longitudinal acceleration at different speeds. In some embodiments, the influence values ​​of different lateral accelerations on the longitudinal acceleration at different speeds can be displayed in the form of a two-dimensional table. Then, step S2012 can be implemented by obtaining the lateral acceleration and vehicle speed, and then obtaining the influence value of lateral acceleration on longitudinal acceleration by looking up the table.

[0066] Step S2013: If the longitudinal acceleration is greater than the sum of the vehicle acceleration and the influence value, determine the current slope value of the road where the vehicle is located based on the longitudinal acceleration, the vehicle acceleration and the influence value.

[0067] Here, the longitudinal acceleration is greater than the sum of the vehicle acceleration and the influence value, meaning that the obtained longitudinal acceleration, vehicle acceleration, lateral acceleration, and vehicle speed are all relatively accurate.

[0068] In some embodiments, the ramp value can be calculated using the following formulas (1) and (2):

[0069] sinθ=(a sen -a spd -a lat_acc ) / g (1);

[0070] θ = arcsin(a sen -a spd -a lat_acc ) / g (2);

[0071] Where: a sen For longitudinal acceleration, a spd Let θ be the acceleration of the entire vehicle, θ be the slope value, and a be the acceleration of the entire vehicle. lat_acc The values ​​are: V (vehicle speed), t (time), and g (gravitational acceleration).

[0072] In some embodiments, such as Figure 3 As shown, the implementation of step S2013 may include the following steps S301 to S303:

[0073] Step S301: If the longitudinal acceleration is greater than the sum of the vehicle acceleration and the influence value, determine the initial slope value of the road where the vehicle is located at the current moment based on the longitudinal acceleration, the vehicle acceleration and the influence value;

[0074] Here, the initial ramp value is the ramp value calculated using the above formula (2).

[0075] Step S302: When the vehicle speed is 0, the initial slope value is subjected to first-order filtering using static filtering coefficients to obtain the slope value of the road where the vehicle is located at the current moment.

[0076] Here, first-order filtering is used to make the calculated ramp value change more gradually.

[0077] The static filtering coefficients are obtained by applying a first-order filter to the slope value when the vehicle speed is 0 (other parameters such as the accelerator pedal, anti-lock braking system, traction control system, brake opening and brake pressure are not triggered), thus obtaining the required filtering coefficients. In some embodiments, the static filtering coefficients can be pre-calibrated coefficients.

[0078] Step S303: When the vehicle speed is not 0, the initial slope value is filtered using the maximum filtering coefficient to obtain the slope value of the road where the vehicle is located at the current moment. The maximum filtering coefficient is the maximum value of each filtering coefficient corresponding to the first-order filtering method based on the accelerator pedal, the first-order filtering method based on the vehicle anti-lock braking system, the first-order filtering method based on the traction control system, and the first-order filtering method based on the brake opening and brake pressure.

[0079] For an understanding of each filter coefficient in the first-order filtering method based on the accelerator pedal, the first-order filtering method based on the vehicle's anti-lock braking system, the first-order filtering method based on the traction control system, and the first-order filtering method based on brake opening and brake pressure, please refer to the filter coefficients based on static conditions.

[0080] The maximum value is determined in each filter coefficient and used as the maximum filter coefficient to perform first-order filtering on the initial ramp value, so that the ramp value obtained after filtering is gentler.

[0081] In some embodiments, the maximum filter coefficient can also be a pre-calibrated coefficient.

[0082] In this embodiment of the application, since the influence of lateral acceleration on longitudinal acceleration is taken into account, the method provided in this embodiment of the application can be applied to all gears except neutral, not just forward gear, thereby expanding the scope of application and improving universality.

[0083] In some embodiments, the method further includes the following steps S401 to S404:

[0084] Step S401: If the longitudinal acceleration and lateral acceleration measured by the vehicle acceleration sensor at the current moment are found to be faulty or invalid, the average value of the slope value within the previous preset time period shall be taken as the slope value at the current moment.

[0085] Here, the vehicle's acceleration sensor detects a communication failure or invalidity in the current longitudinal and lateral acceleration readings, meaning the gradient value cannot be calculated and is 0. The preset duration can be set as needed, such as 10 cycles, 20 cycles, etc. Using the average gradient value within the previous preset duration as the current gradient value prevents abrupt changes in the gradient value, which could lead to abrupt changes in output torque and affect the user's driving experience.

[0086] Step S402: Determine the output torque of the vehicle motor based on the current slope value;

[0087] Step S403: Transition the current ramp value to 0 using multiple smoothing cycles;

[0088] Here, step S403 can be implemented by using a first-order filter to filter the current ramp value, thereby obtaining multiple smooth cycles and finally transitioning to 0.

[0089] Step S404: In each smoothing cycle, determine the output torque of the vehicle motor based on the ramp value corresponding to the smoothing cycle.

[0090] Here, since step S403 obtains multiple smoothing cycles, that is, the ramp value gradually decreases to 0, the output torque of the vehicle motor is determined according to the ramp value corresponding to each smoothing cycle, so that the output torque also gradually decreases to 0, thereby reducing the jump in output torque.

[0091] Most slope recognition methods estimate slopes using longitudinal acceleration, dynamic equations, or by adding sensors. Adding sensors increases vehicle cost; combining longitudinal acceleration and dynamic equations is limited because it doesn't consider lateral effects and is restricted to forward gears. Furthermore, none of these methods address slope transition handling (e.g., uphill followed by downhill or vice versa), which negatively impacts vehicle drivability and power. To address these issues, this application provides a slope recognition and transition control method for electric vehicles. This method uses a slope estimation strategy based on longitudinal acceleration from the vehicle's acceleration sensor for slope recognition and avoids frequent slope value jumps during transitions, thereby improving vehicle creep and driving performance on slopes.

[0092] The problem addressed by this application is to accurately identify and switch slopes without increasing the overall vehicle cost. A technical solution is employed that uses acceleration measured by a vehicle acceleration sensor to obtain the difference between longitudinal acceleration and vehicle speed, or the difference between electric drive speed (i.e., the aforementioned vehicle acceleration), while also considering lateral influences. Simultaneously, it avoids frequent changes in slope values ​​during slope switching, thereby improving vehicle drivability, economy, and comfort.

[0093] Slope calculation method: Under high-pressure conditions, the vehicle has no longitudinal or lateral acceleration measured by the acceleration sensor. CAN communication is faulty, and the longitudinal and lateral accelerations are valid. Furthermore, the absolute value of the longitudinal acceleration measured by the acceleration sensor is greater than the absolute value of the sum of the vehicle speed differential acceleration and the lateral influence factor. According to longitudinal driving dynamics, the longitudinal acceleration measured by the vehicle acceleration sensor is equal to the sum of the vehicle's longitudinal acceleration and the component of gravity acceleration along the slope. During turning, lateral influence factors should be considered. Therefore, this embodiment considers the longitudinal influence of lateral acceleration during turning.

[0094] sinθ=(a sen -a spd -a lat_acc ) / g;

[0095]

[0096] Where: a sen For the longitudinal acceleration measured by the accelerometer, a spd The acceleration is calculated as the longitudinal acceleration from the chassis speed difference or the acceleration converted from the motor speed difference, where θ is the slope value and a is the acceleration from the chassis speed difference. lat_acc To account for the influence of the lateral influence factor on the longitudinal direction (i.e., the influence value mentioned above), V is the vehicle speed, t is the time, and g is the gravitational acceleration.

[0097] The obtained slope value is then filtered based on factors such as throttle opening, braking, vehicle speed, traction control system (TCS), and anti-lock braking system (ABS).

[0098] Correspondingly, such as Figure 4A As shown, the method for determining the ramp value includes the following steps S501 to S506:

[0099] Step S501: Is the vehicle under high pressure? If yes, proceed to step S502; if no, proceed to step S506.

[0100] Step S502: No longitudinal and lateral acceleration measured by the vehicle acceleration sensor? CAN communication failure? If yes, proceed to step S503; if no, proceed to step S506.

[0101] Step S503: Are the longitudinal and lateral accelerations measured by the vehicle acceleration sensors valid? If yes, proceed to step S504; if no, proceed to step S506.

[0102] Step S504: Is the absolute value of the longitudinal acceleration measured by the vehicle acceleration sensor greater than the absolute value of the sum of the vehicle speed differential acceleration and the lateral compensation? If yes, proceed to step S505; if no, proceed to step S506.

[0103] Step S505: Calculate the ramp value;

[0104] Step S506: End.

[0105] Filtering scheme:

[0106] a) When the vehicle speed is 0 km / h and the vehicle is stationary, use a stationary-based filtering method;

[0107] b) When the vehicle is not stationary, the calculated values ​​of the filtering methods based on the accelerator pedal, ABS, TCS, and brake opening and brake pressure are taken as the largest.

[0108] Correspondingly, such as Figure 4B As shown, the method for performing filtering includes the following steps S601 to S603:

[0109] Step S601: sinθ=(a sen -a spd -a lat_acc ) / g;

[0110] Step S602: θ = arcsin(a sen -a spd -a lat_acc ) / g;

[0111] Step S603: First-order filter considering throttle opening, braking, vehicle speed, TCS, ABS and other conditions.

[0112] When the chassis acceleration sensor fails, the current slope value is updated to the average value of the 10 cycles before the failure (i.e. the aforementioned preset duration). A first-order filtering method is used to smoothly transition the slope value to 0, thereby improving the overall vehicle smoothness.

[0113] Ramp environment switching strategy:

[0114] The slope environment switching mainly involves uphill to downhill scenarios, downhill to uphill scenarios, uphill to flat road scenarios, flat road to uphill scenarios, downhill to flat road scenarios, and flat road to downhill scenarios.

[0115] like Figure 5 As shown, the slope switching strategy for going from uphill to downhill is as follows: 1. The gear is not in Park (P) and is active (i.e., the gear state mentioned above); 2. The slope value reaches the threshold a1 (i.e., the fourth preset range mentioned above) and remains there for a period of time t. a1 (i.e., the second preset duration mentioned above); 3. The throttle is effective, the throttle opening reaches the threshold p1 and is maintained for a period of time t. p1 (i.e., the fourth preset range mentioned above); 4. Vehicle speed is valid and vehicle speed reaches threshold v1 (i.e., the vehicle speed state mentioned above); 5. EPB is valid and EPB is in the released state (i.e., the electronic parking brake system state mentioned above); 6. Braking is valid and brake pressure / brake pedal travel reaches threshold b1 (i.e., the brake pressure or brake pedal travel state mentioned above); The slope value is updated when all the above conditions are met.

[0116] Downhill to uphill slope switching strategy: 1. Not in Park (P) gear and the gear is active; 2. The slope value reaches the threshold a2 and remains there for a period of time t. a2 3. The throttle is effective, the throttle opening reaches the threshold p2 and is maintained for a period of time t. p2 4. Vehicle speed is valid and reaches threshold v2; 5. EPB is valid and EPB is in the released state; 6. Braking is valid and braking pressure / brake pedal travel reaches threshold b2; Update the slope value when all the above conditions are met.

[0117] Uphill to flat road slope switching strategy: 1. Not in P gear and the gear is active; 2. The slope value reaches the threshold a3 and is maintained for a period of time t. a3 3. The throttle is effective, the throttle opening reaches the threshold p3 and is maintained for a period of time t. p3 4. Vehicle speed is valid and reaches threshold v3; 5. EPB is valid and EPB is in the released state; 6. Braking is valid and braking pressure / brake pedal travel reaches threshold b3; Update the slope value when all the above conditions are met.

[0118] Slope switching strategy for entering an uphill section on a flat road: 1. Not in Park (P) gear and the gear is active; 2. The slope value reaches the threshold a4 and remains there for a period of time t. a4 3. The throttle is effective, the throttle opening reaches the threshold p4 and is maintained for a period of time t. p4 4. Vehicle speed is valid and reaches the threshold v4; 5. EPB is valid and EPB is in the released state; 6. Braking is valid and braking pressure / brake pedal travel reaches the threshold b4; Update the slope value when all the above conditions are met.

[0119] Downhill to flat road slope switching strategy: 1. Not in Park and the gear is active; 2. The slope value reaches the threshold a5 and remains for a period of time t.a5 3. The throttle is effective, the throttle opening reaches the threshold p5 and is maintained for a period of time t. p5 4. Vehicle speed is valid and reaches threshold v5; 5. EPB is valid and EPB is in the released state; 6. Braking is valid and braking pressure / brake pedal travel reaches threshold b5; Update the slope value when all the above conditions are met.

[0120] Slope switching strategy for entering and exiting a slope on a flat road: 1. Not in Park (P) and the gear is active; 2. The slope value reaches the threshold a6 and remains there for a period of time t. a6 3. The throttle is effective, the throttle opening reaches the threshold p6 and is maintained for a period of time t. p6 4. Vehicle speed is valid and reaches the threshold v6; 5. EPB is valid and EPB is in the released state; 6. Braking is valid and braking pressure / brake pedal travel reaches the threshold b6; Update the slope value when all the above conditions are met.

[0121] The embodiments of this application, without increasing the overall vehicle cost, take into account lateral influencing factors based on longitudinal driving dynamics, and have the advantages of low cost, high robustness and fast and accurate identification; at the same time, they can avoid frequent slope switching and improve the overall vehicle drivability, economy and comfort.

[0122] Based on the foregoing embodiments, this application provides a device for determining the output torque of a motor. The device includes various modules and units included in each module, which can be implemented by a processor in a vehicle; of course, it can also be implemented by specific logic circuits. In the implementation process, the processor can be a central processing unit (CPU), a microprocessor unit (MPU), a digital signal processor (DSP), or a field programmable gate array (FPGA), etc.

[0123] Figure 6 This is a schematic diagram of the composition of a device for determining the output torque of a motor provided in an embodiment of this application, as shown below. Figure 6 As shown, the motor output torque determining device 600 includes: a first determining module 610, a second determining module 620, a first acquiring module 630, and a third determining module 640, wherein:

[0124] The first determining module 610 is used to determine the slope value, duration and state of the vehicle when the slope change state of the road where the vehicle is located indicates a change. The slope change state includes no change, uphill to downhill, downhill to uphill, uphill to flat road, flat road to uphill, downhill to flat road, and flat road to downhill.

[0125] The second determining module 620 is used to determine preset conditions for obtaining the slope value based on the slope change state of the road where the vehicle is located.

[0126] The first acquisition module 630 is used to acquire the current slope value of the road where the vehicle is located when the road's slope value, duration, and the vehicle's status meet the preset conditions.

[0127] The third determining module 640 is used to determine the output torque of the vehicle motor based on the current slope value.

[0128] In some embodiments, the vehicle state includes: gear position, vehicle speed, electronic parking brake system state, throttle opening state, brake pressure, or brake pedal travel state.

[0129] In some embodiments, the second determining module 620 is further configured to determine the preset conditions for obtaining the slope value when the slope change state changes from a first slope state to a second slope state, including: the gear state is not in P gear and the gear is active; the throttle opening state is that the throttle is active, the throttle opening meets a first preset range and meets a first preset duration; the vehicle speed state is that the vehicle speed is active and meets a second preset range; the electronic parking brake system state is that the electronic parking brake system state is active and in a released state; the brake pressure or brake pedal travel state is that the brake is active, and the brake pressure or brake pedal travel meets a third preset range; the road slope value meets a fourth preset range and meets a second preset duration; wherein the first slope state and the second slope state are both uphill, downhill, and flat road, and the first slope state and the second slope state are different.

[0130] In some embodiments, the apparatus further includes: a second acquisition module, configured to acquire the slope value of the road where the vehicle is located at a previous moment and the slope value at the current moment; a fourth determination module, configured to determine the slope state at the previous moment and the slope state at the current moment based on the slope value at the previous moment and the slope value at the current moment; and a fifth determination module, configured to determine the slope change state of the road where the vehicle is located at the current moment based on the slope state at the previous moment and the slope state at the current moment.

[0131] In some embodiments, the second acquisition module includes: an acquisition submodule, configured to acquire the longitudinal acceleration, vehicle acceleration, lateral acceleration, and vehicle speed at the current moment when the vehicle acceleration sensor measures the longitudinal acceleration and lateral acceleration at the current moment without communication failure and when the measurement is valid; a first determination submodule, configured to determine the influence value of the lateral acceleration on the longitudinal acceleration based on the lateral acceleration and the vehicle speed; and a second determination submodule, configured to determine the current slope value of the road where the vehicle is located based on the longitudinal acceleration, the vehicle acceleration, and the influence value when the longitudinal acceleration is greater than the sum of the vehicle acceleration and the influence value.

[0132] In some embodiments, the device further includes: a sixth determining module, configured to, in the event that the longitudinal acceleration and lateral acceleration measured by the vehicle acceleration sensor at the current moment have a communication failure or are invalid, take the average value of the slope values ​​within a previous preset time period as the slope value at the current moment; a seventh determining module, configured to, based on the slope value at the current moment, determine the output torque of the vehicle motor; a transition module, configured to, transition the slope value at the current moment to 0 using multiple smoothing cycles; and an eighth determining module, configured to, within each smoothing cycle, determine the output torque of the vehicle motor based on the slope value corresponding to the smoothing cycle.

[0133] In some embodiments, the second determining submodule includes: a determining unit, configured to determine the initial slope value of the road where the vehicle is located at the current moment based on the longitudinal acceleration, the vehicle acceleration, and the influence value when the longitudinal acceleration is greater than the sum of the vehicle acceleration and the influence value; a first filtering unit, configured to perform a first-order filtering process on the initial slope value using a static filtering coefficient when the vehicle speed is 0, to obtain the slope value of the road where the vehicle is located at the current moment; and a second filtering unit, configured to perform a first-order filtering process on the initial slope value using a maximum filtering coefficient when the vehicle speed is not 0, to obtain the slope value of the road where the vehicle is located at the current moment, wherein the maximum filtering coefficient is the maximum value among the filtering coefficients corresponding to the first-order filtering method based on the accelerator pedal, the first-order filtering method based on the vehicle anti-lock braking system, the first-order filtering method based on the traction control system, and the first-order filtering method based on the brake opening and brake pressure.

[0134] The descriptions of the apparatus embodiments above are similar to those of the method embodiments above, and have similar beneficial effects. In some embodiments, the functions or modules included in the apparatus provided in this disclosure can be used to perform the methods described in the method embodiments above. For technical details not disclosed in the apparatus embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0135] It should be noted that, in the embodiments of this application, if the above-described method for determining the motor output torque is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, or the part that contributes to related technologies, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a vehicle (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, portable hard drive, read-only memory (ROM), magnetic disk, or optical disk. Thus, the embodiments of this application are not limited to any specific hardware, software, or firmware, or any combination of hardware, software, and firmware.

[0136] This application provides a vehicle including a memory and a processor. The memory stores a computer program that can run on the processor. When the processor executes the program, it implements some or all of the steps in the above-described method.

[0137] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements some or all of the steps in the above-described method. The computer-readable storage medium can be transient or non-transient.

[0138] This application provides a computer program including computer-readable code, wherein when the computer-readable code is run in a vehicle, a processor in the vehicle executes some or all of the steps in the above-described method.

[0139] This application provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, it implements some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium; in other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0140] It should be noted that the descriptions of the various embodiments above tend to emphasize the differences between them, while their similarities or commonalities can be referred to interchangeably. The descriptions of the above embodiments of the device, storage medium, computer program, and computer program product are similar to the descriptions of the above method embodiments and have similar beneficial effects. For technical details not disclosed in the embodiments of the device, storage medium, computer program, and computer program product of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0141] It should be noted that, Figure 7 This is a schematic diagram of a hardware entity of a vehicle in an embodiment of this application, such as... Figure 7 As shown, the hardware entity of the vehicle 700 includes: a processor 701, a communication interface 702, and a memory 703, wherein:

[0142] The processor 701 typically controls the overall operation of the vehicle 700.

[0143] Communication interface 702 enables the vehicle to communicate with other terminals or servers via a network.

[0144] The memory 703 is configured to store instructions and applications executable by the processor 701, and can also cache data to be processed or already processed by the processor 701 and various modules in the vehicle 700 (e.g., image data, audio data, voice communication data, and video communication data). It can be implemented using flash memory or random access memory (RAM). Data transfer between the processor 701, the communication interface 702, and the memory 703 can be performed via bus 704.

[0145] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above steps / processes do not imply a sequential order of execution; the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above embodiments of this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0146] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0147] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0148] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0149] In addition, each functional unit in the various embodiments of this application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0150] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0151] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence or the part that contributes to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a vehicle to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0152] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A method for determining the output torque of a motor, characterized in that, include: Based on the current lateral acceleration and vehicle speed, determine the influence value of the lateral acceleration on the longitudinal acceleration; If the longitudinal acceleration at the current moment is greater than the sum of the vehicle acceleration and the influence value, the slope value of the road where the vehicle is located at the current moment is determined based on the longitudinal acceleration, the vehicle acceleration, and the influence value; the slope state at the previous moment and the slope state at the current moment are determined based on the slope value of the road where the vehicle is located at the previous moment and the slope state at the current moment; the slope change state of the road where the vehicle is located at the current moment is determined based on the slope state at the previous moment and the slope state at the current moment. When it is determined that the slope change status of the road where the vehicle is located indicates a change, the slope value, duration, and vehicle status of the road are determined. The slope change status includes changing from uphill to downhill, downhill to uphill, uphill to flat road, flat road to uphill, downhill to flat road, and flat road to downhill. The vehicle status includes: gear status, throttle opening status, vehicle speed status, electronic parking brake system status, and brake pressure or brake pedal travel status. When the slope change state changes from a first slope state to a second slope state, preset conditions are determined for obtaining the current slope value of the road where the vehicle is located; the first slope state and the second slope state are both uphill, downhill, and flat road, and the first slope state and the second slope state are different; the preset conditions include: the slope value of the road meets a fourth preset range and meets a second preset duration; the duration meets a first preset duration; the gear state is not P gear and the gear is active; the throttle opening state is that the throttle is active and the throttle opening meets a first preset range; the vehicle speed state is that the vehicle speed is active and meets a second preset range; the electronic parking brake system state is that the electronic parking brake system state is active and in the released state; the brake pressure or brake pedal travel state is that the brake is active and the brake pressure or brake pedal travel meets a third preset range; If the road's gradient, duration, and the vehicle's status meet the preset conditions, obtain the current gradient of the road where the vehicle is located. Based on the current slope value, the output torque of the vehicle motor is determined.

2. The method according to claim 1, characterized in that, The method further includes: If the longitudinal acceleration and lateral acceleration measured by the vehicle acceleration sensor at the current moment are valid and there is no communication failure, the longitudinal acceleration, vehicle acceleration, lateral acceleration and vehicle speed at the current moment are acquired.

3. The method according to claim 1, characterized in that, The method further includes: If there is a communication failure or invalidity in the longitudinal and lateral acceleration measured by the vehicle acceleration sensor at the current moment, the average value of the slope value within the previous preset time period will be used as the slope value at the current moment. The output torque of the vehicle motor is determined based on the current slope value. The current ramp value is transitioned to 0 using multiple smooth cycles; Within each smoothing cycle, the output torque of the vehicle motor is determined based on the ramp value corresponding to the smoothing cycle.

4. The method according to claim 1, characterized in that, When the longitudinal acceleration is greater than the sum of the vehicle acceleration and the influence value, the slope value of the road where the vehicle is located at the current moment is determined based on the longitudinal acceleration, the vehicle acceleration, and the influence value, including: If the longitudinal acceleration is greater than the sum of the vehicle acceleration and the influence value, the initial slope value of the road where the vehicle is located at the current moment is determined based on the longitudinal acceleration, the vehicle acceleration and the influence value. When the vehicle speed is 0, the initial slope value is subjected to first-order filtering using static filtering coefficients to obtain the slope value of the road where the vehicle is located at the current moment. When the vehicle speed is not 0, the initial slope value is filtered using the maximum filtering coefficient to obtain the slope value of the road where the vehicle is located at the current moment. The maximum filtering coefficient is the maximum value of each filtering coefficient corresponding to the first-order filtering method based on the accelerator pedal, the first-order filtering method based on the vehicle anti-lock braking system, the first-order filtering method based on the traction control system, and the first-order filtering method based on the brake opening and brake pressure.

5. A device for determining the output torque of a motor, characterized in that, include: The second acquisition module is used to determine the influence value of the lateral acceleration on the longitudinal acceleration based on the lateral acceleration and vehicle speed at the current moment; If the longitudinal acceleration at the current moment is greater than the sum of the vehicle acceleration and the influence value, the slope value of the road where the vehicle is located at the current moment is determined based on the longitudinal acceleration, the vehicle acceleration, and the influence value; the slope state at the previous moment and the slope state at the current moment are determined based on the slope value of the road where the vehicle is located at the previous moment and the slope state at the current moment; and the slope change state of the road where the vehicle is located at the current moment is determined based on the slope state at the previous moment and the slope state at the current moment. The first determining module is used to determine the slope value, duration, and state of the vehicle when the slope change state of the road where the vehicle is located indicates a change. The slope change state includes changing from uphill to downhill, downhill to uphill, uphill to flat road, flat road to uphill, downhill to flat road, and flat road to downhill. The vehicle state includes: gear position, throttle opening, vehicle speed, electronic parking brake system status, and brake pressure or brake pedal travel status. The second determining module is used to determine preset conditions for obtaining the current slope value of the road where the vehicle is located when the slope change state changes from a first slope state to a second slope state; the first slope state and the second slope state are both uphill, downhill, and flat road, and the first slope state and the second slope state are different; the preset conditions include: the slope value of the road meets a fourth preset range and meets a second preset duration; the duration meets a first preset duration; the gear state is not P gear and the gear is active; the throttle opening state is active and the throttle opening meets a first preset range; the vehicle speed state is active and meets a second preset range; the electronic parking brake system state is active and in a released state; the brake pressure or brake pedal travel state is active and the brake pressure or brake pedal travel meets a third preset range; The first acquisition module is used to acquire the current slope value of the road where the vehicle is located when the road's slope value, duration, and the vehicle's status meet the preset conditions. The third determining module is used to determine the output torque of the vehicle motor based on the current slope value.

6. A vehicle comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the method according to any one of claims 1 to 4.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method according to any one of claims 1 to 4.

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