Torque control method, device, equipment and medium in low-speed risk scenarios

Abstract

The present application relates to a torque control method, apparatus, computer equipment and storage medium in a low-speed risk scenario. The control method includes obtaining vehicle status parameters based on vehicle messages, and determining whether the vehicle is in a low-speed risk scenario based on a comparison of the status parameters with preset conditional parameters; if so, determining the torque coefficient in the low-speed risk scenario, including determining a first limiting coefficient from a preset first mapping relationship based on the vehicle speed and the throttle opening change rate, and determining the first limiting coefficient as the torque coefficient. Based on the torque coefficient, the original torque of the vehicle in the current cycle is limited to obtain a target torque, so as to control the vehicle based on the target torque. The method of the present application is used to improve the problem of risks caused by improper throttle operation when new energy vehicles are stationary or at low speed in the prior art.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method, device, equipment and medium for torque control in low-speed risk scenarios. Background Art

[0002] New energy vehicles use electric motors as their driving mechanism. Thanks to the way electric motors directly convert electrical energy into mechanical energy, new energy vehicles have the characteristics of large total driving torque and rapid torque rise. During starting and acceleration, new energy vehicles can provide greater power output, giving them a faster starting speed and good acceleration performance.

[0003] However, when the vehicle is stationary or at low speed, if abnormal operations such as accidentally triggering the accelerator occur when related components are performing operations, verification consequences will occur. Summary of the Invention

[0004] Based on this, a torque control method, device, computer equipment and storage medium in a low-speed risk scenario are provided to improve the risk problem caused by accelerator misoperation when new energy vehicles are stationary or at low speed in the existing technology.

[0005] In one aspect, a torque control method in a low-speed risk scenario is provided, the method comprising:

[0006] Obtaining vehicle status parameters according to the vehicle message, and determining whether the vehicle is in a low-speed risk scenario based on a comparison of the status parameters with preset condition parameters;

[0007] If so, determining the torque coefficient in the low-speed risk scenario, including determining a first limiting coefficient from a preset first mapping relationship based on the vehicle speed and the throttle opening change rate, and determining the first limiting coefficient as the torque coefficient, wherein, in the first mapping relationship, the magnitude of the first limiting coefficient is negatively correlated with the vehicle speed and the throttle opening change rate;

[0008] Based on the torque coefficient, the original torque of the vehicle in the current cycle is limited to obtain a target torque, so as to control the vehicle based on the target torque.

[0009] In one embodiment, determining the torque coefficient in the low-speed risk scenario further includes:

[0010] Obtaining the original torque of the current cycle and the previous cycle to obtain a torque change value;

[0011] Determining a second limiting coefficient from a preset second mapping relationship according to the torque change value, wherein in the second mapping relationship, a value of the second limiting coefficient is negatively correlated with the torque change value;

[0012] A smaller value of the first limit coefficient and the second limit coefficient is determined as the torque coefficient to limit the raw torque of the vehicle in a current cycle based on the torque coefficient.

[0013] In one embodiment, obtaining the torque change value includes:

[0014] An absolute value of a difference between the original torque of a current cycle and the original torque of a previous cycle is determined as the torque change value.

[0015] In one embodiment, before obtaining the original torque of the current cycle and the previous cycle, the method further includes:

[0016] comparing the raw torque of the current cycle with a creep torque threshold;

[0017] When the raw torque of the current cycle is greater than the creep torque threshold, the torque change value is determined according to the raw torques of the current cycle and the previous cycle.

[0018] In one embodiment, the low-speed risk scenario includes a vehicle transition scenario from static to dynamic;

[0019] Determining whether the vehicle is in a low-speed risk scenario includes:

[0020] Determining that the vehicle is in a transition scenario from static to dynamic based on the vehicle speed being zero, the original torque being less than or equal to a low-speed torque threshold, the gear parameter being in a driving gear or a reverse gear, and the parking state being a released state; or

[0021] Based on the fact that at least one door is in an open state, the throttle opening is greater than zero, and the original torque is greater than a low-speed torque threshold, it is determined that the vehicle is in a transition scenario from static to dynamic.

[0022] In one embodiment, the low-speed risk scenario includes a vehicle transition scenario from dynamic to static;

[0023] Determining whether the vehicle is in a low-speed risk scenario includes:

[0024] Based on the fact that the gear parameter is in the driving gear or the reverse gear, the vehicle speed is less than the driving speed threshold, and the original torque is less than or equal to the low-speed torque threshold, it is determined that the vehicle is in a transition scenario from dynamic to static; or,

[0025] Based on the throttle opening being greater than zero and the original torque being greater than a low-speed torque threshold, in response to at least one door state switching from a closed state to an open state, and the parking state switching from a released state to a clamped state, it is determined that the vehicle is in a transition scenario from a dynamic to a static state.

[0026] In one embodiment, before determining whether the vehicle is in a low-speed risk scenario, the method further includes:

[0027] Verifying the validity of the state parameters includes:

[0028] Obtaining a check mark value of the vehicle message, wherein the check mark value is configured to be continuously incremented in a time sequence according to a transmission cycle of the vehicle message;

[0029] When the verification flag value of the current cycle increases sequentially compared to the verification flag value of the historical cycle, it is determined that the state parameter of the current cycle is valid, so as to determine whether the vehicle is in a low-speed risk scenario according to the valid state parameter.

[0030] On the other hand, a torque control device for a low-speed risk scenario is provided, the device comprising:

[0031] The scene judgment module is used to obtain the vehicle's state parameters based on the vehicle message, and determine whether the vehicle is in a low-speed risk scene based on the comparison of the state parameters with the preset condition parameters.

[0032] a calculation module, configured to determine a torque coefficient when the vehicle is in a low-speed risk scenario, including determining a first limiting coefficient from a preset first mapping relationship based on vehicle speed and a rate of change of an accelerator opening, and determining the first limiting coefficient as the torque coefficient, wherein, in the first mapping relationship, a magnitude of the first limiting coefficient is negatively correlated with both the vehicle speed and the rate of change of the accelerator opening;

[0033] An execution module is configured to limit an original torque of the vehicle in a current cycle to obtain a target torque based on the torque coefficient, so as to control the vehicle based on the target torque.

[0034] In another aspect, a computer device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the steps of the method are implemented when the processor executes the computer program.

[0035] A computer-readable storage medium is also provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the method are implemented.

[0036] The torque control method, device, computer equipment and storage medium in the above-mentioned low-speed risk scenario extract the vehicle's state parameters through vehicle messages to determine the scenario the vehicle is in, and when the vehicle is in a low-speed risk scenario, use the vehicle speed and the throttle opening change rate to determine the first limiting coefficient from the first mapping relationship as the torque coefficient of the original torque, thereby restricting the output of the original torque to avoid accidents in low-speed risk scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 1 is a flow chart of a torque control method in a low-speed risk scenario according to an embodiment;

[0038] Figure 2 This is a diagram showing the relationship between the existing original torque, vehicle speed, and throttle opening;

[0039] Figure 3 1 is a structural block diagram of a torque control device in a low-speed risk scenario according to an embodiment;

[0040] Figure 4 FIG. 1 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0041] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0042] New energy vehicles are powered by electric motors. Unlike fuel-powered engines, electric motors are characterized by high torque at low speeds. Within a certain speed range, the motor's torque remains constant, consistently delivering high torque. Therefore, new energy vehicles with the same power output have greater torque than fuel-powered vehicles. Once the electric motor is started, it can deliver high torque even at low speeds, resulting in minimal power delay and instantaneous peak torque, allowing the vehicle to take off significantly faster than fuel-powered vehicles.

[0043] However, the potential risk of misoperation at low speeds is also correspondingly higher. For example, accidentally stepping on the accelerator at low speeds is more likely to cause a safety accident.

[0044] This application provides a torque control method in a low-speed risk scenario, such as Figure 1 As shown, the method includes the following steps:

[0045] Step 101: Obtain vehicle status parameters based on vehicle messages, and determine whether the vehicle is in a low-speed risk scenario based on a comparison of the status parameters with preset condition parameters.

[0046] In this embodiment, vehicle status analysis is achieved through signal analysis. The vehicle controller obtains messages sent from various electronic control units of the vehicle, collects real-time status information of the vehicle, and analyzes the basic status of the current vehicle.

[0047] For example, signal analysis includes analysis of the following signals:

[0048] 1. Door signal analysis: The vehicle's four-door status signal A is divided into open A0, closed A1, and abnormal state A3.

[0049] 2. Throttle opening signal analysis: The throttle opening signal B ranges from 0-100%, which reflects the driver's acceleration intention at this time. The throttle opening signal is determined based on the accelerator pedal hardware's no-step voltage E1 and fully stepped voltage E2 and the actual voltage E, plus the hardware voltage error ΔE.

[0050] The range must satisfy E1-ΔE≤E≤E2+ΔE. The opening calculation formula is:

[0051]

[0052] When the value collected by E is less than E1-ΔE or E is greater than E2+ΔE, it is judged that the voltage is out of limit, that is, the opening signal is abnormal, and B=B0.

[0053] 3. Parking status signal analysis: The parking system signal C is divided into clamped C0, clamping C1, releasing C2, released C3, and abnormal state C4.

[0054] 4. Vehicle speed signal analysis: The speed signal D range is 0-300km / h.

[0055] In one embodiment, the validity of the above-mentioned signal is also checked. The above-mentioned signal is configured with a check mark value before being sent. The check mark value increases continuously in time sequence according to the sending cycle of the vehicle message. For example, every 0-15 cycles is a cycle increase. When the last digit is 15, the next one is 0.

[0056] When receiving a signal, the check mark value of the vehicle message is obtained. When the check mark value of the current cycle continuously increases by +1 compared with the check mark value of the historical cycle, it is determined that the state parameter of the current cycle is valid. When there is no continuous increase, the current signal is judged to be invalid.

[0057] By analyzing the vehicle message signal, the current state parameters of the vehicle are obtained. When the state parameters meet the preset conditions corresponding to the low-speed risk scenario, it can be determined that the vehicle has entered the low-speed risk scenario and proceed to the next step.

[0058] Step 102: Determine the torque coefficient L in the low-speed risk scenario.

[0059] In this embodiment, the torque coefficient L is determined from a preset first mapping relationship based on the vehicle speed and the throttle opening change rate. The first mapping relationship is exemplified as a two-dimensional relationship with the vehicle speed and the throttle opening change rate as input and the torque coefficient as output, such as a comparison table. During implementation, the torque coefficient is obtained from the comparison table. Under the condition of the same vehicle speed, the greater the throttle opening change rate, the smaller the torque coefficient; under the condition of the same throttle opening change rate, the faster the vehicle speed, the smaller the value of the torque coefficient. It can be understood that the range of the torque coefficient L is between 0 and 1 (excluding the endpoint values).

[0060] The throttle opening change rate is used to reflect the rate of change when the throttle is stepped on, and is calculated using the following mathematical expression:

[0061]

[0062] Wherein, H is the throttle opening change rate, B and B1 are the throttle opening value of the current cycle and the throttle opening value of the previous cycle respectively, and V is the signal acquisition and transmission period, with a typical value of 0.01 seconds.

[0063] Step 103 : Based on the torque coefficient, the original torque of the vehicle in the current cycle is limited to obtain a target torque.

[0064] In the existing vehicle control method, it is necessary to obtain the original torque of the vehicle based on factors such as the current motor speed, accelerator pedal opening, and torque limits of other components. The motor controller controls the output of the electric motor based on the original torque. In this application, in low-speed risk scenarios, the original torque M is limited by the additional torque coefficient L to obtain a target torque K=M*L whose value is less than the original torque. The vehicle is controlled based on the target torque K to reduce the acceleration capability in low-speed risk scenarios, thereby reducing the risk.

[0065] In this embodiment, the torque coefficient is negatively correlated with the vehicle speed and the rate of change of the throttle opening, so that when the vehicle speed is relatively high and the accelerator is stepped on sharply, the target torque is smaller, and dangerous accidents are less likely to occur. At the same time, a larger target torque can be obtained when the vehicle speed is relatively low and the accelerator is stepped on normally, thereby achieving the vehicle control requirement of rapid acceleration.

[0066] like Figure 2 As shown in the relationship diagram of the existing original torque, vehicle speed, and throttle opening, the original torque is affected by multiple factors and has a nonlinear correlation with the vehicle speed and throttle opening. In low-speed risk scenarios, the change in throttle opening is not proportional to the change in original torque, and the jump in original torque reduces the torque limiting effect.

[0067] In another embodiment, the method for obtaining the torque coefficient is further optimized on the basis of the previous embodiment to obtain a better limiting effect. Specifically, based on the vehicle speed and the throttle opening change rate, the first limiting coefficient L1 is determined from the preset first mapping relationship in the aforementioned manner; in addition, the original torque of the current cycle and the previous cycle is obtained to obtain the torque change value, and then the second limiting coefficient L2 is determined from the preset second mapping relationship based on the torque change value.

[0068] It should be noted that during vehicle travel, as vehicle speed increases, torque decreases. Therefore, in this embodiment, torque change refers to both torque increase and torque decrease. The torque change value ΔM is determined using the following mathematical expression:

[0069] ΔM=|MM z |

[0070] M and M z They are the original torque of the current cycle and the original torque of the previous cycle respectively. The cycle time interval is still the software cycle of 0.01 seconds. The torque change value ΔM and the second limit coefficient L2 are one-dimensional logic. When ΔM is larger, the L2 value is smaller. The determination of the second mapping relationship is obtained through verification and debugging.

[0071] Based on the above method, two limiting coefficients L1 and L2 are obtained. Based on safety considerations, the smaller value of the two is determined as the final torque coefficient to obtain a better torque limiting effect.

[0072] In one embodiment, taking into account the idle creep requirement of the vehicle, the creep requirement torque is not transiently restricted. Specifically, before obtaining the original torque of the current cycle and the previous cycle, the original torque of the current cycle is also compared with the creep torque threshold, and the creep torque threshold is generally between 500-800NM; only when the original torque of the current cycle is greater than the creep torque threshold, the torque change value is determined based on the difference between the original torque of the current cycle and the previous cycle, and then the second restriction coefficient is obtained.

[0073] The restriction strategies provided in the aforementioned embodiments are all restriction strategies set based on low-speed risk scenarios. Therefore, it is necessary to carefully identify whether the vehicle is in the low-speed risk scenario targeted by this application, so as to exclude some low-risk low-speed risk scenarios.

[0074] In one embodiment, the low-speed risk scenario includes a vehicle transition scenario from static to dynamic, that is, a vehicle starting scenario. In the starting scenario, a large throttle or large torque output may cause a safety accident.

[0075] This embodiment defines a first judgment condition for the starting scenario: when the vehicle speed D=0 km / h and the original torque is less than or equal to the low-speed torque threshold, for example, M≤10 nm, the parking system signal C=C3 and the vehicle is in the driving gear D or R.

[0076] It can be understood that when the vehicle speed D = 0 km / h and the original torque is less than or equal to the low-speed torque threshold, for example, M≤10 nm, if the gear is in P gear or the parking system signal is in a clamped state, it can be basically determined that the vehicle has no need to start and the risk is low.

[0077] The second judgment condition for defining the starting scenario is based on the following: when at least one door is in the open state, the throttle opening is greater than zero, and the original torque is greater than the low-speed torque threshold. When the door is in the open state, any accelerator pedaling operation needs to be restricted to reduce safety risks.

[0078] If either of the two judgment conditions of the above starting scenario is met, it can be determined that the vehicle enters the starting scenario.

[0079] In one embodiment, the low-speed risk scenario includes a scenario where the vehicle transitions from a dynamic state to a static state, that is, a parking scenario.

[0080] This embodiment defines a first judgment condition for a parking scene: when the gear parameter is in D gear or R gear, the vehicle speed is less than a driving speed threshold (a typical value, such as 4 km / h), and the original torque is less than or equal to a low-speed torque threshold, such as M≤10 nm, it is determined that the vehicle is in a parking scene.

[0081] It is understandable that when the vehicle is still in D or R gear, the speed drops below 4km / h and the original torque also decreases, it can be determined that the vehicle has a need to stop. If the accelerator is stepped on suddenly at this time, it is very likely to cause a safety accident.

[0082] The second judgment condition for defining the parking scene: based on the throttle opening being greater than zero and the original torque being greater than the low-speed torque threshold, in response to at least one door state switching from a closed state to an open state, and the parking state switching from a released state to a clamped state, it is determined that the vehicle is in a transition scene from dynamic to static.

[0083] It can be understood that when the throttle opening is not 0% and the original torque M is greater than 10nm, the parking system C changes from C3 to C1 state and then to C0 state, and the door state signal A changes from A1 to A0 state, indicating that the entire vehicle has a parking demand. At this time, the behavior of rapidly increasing torque should be restricted.

[0084] It should be understood that although Figure 1 The steps in the flowchart are shown in sequence as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in this document, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. In addition, Figure 1 At least part of the steps may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed in the same cycle, but can be executed in different cycles. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least part of the sub-steps or stages of other steps.

[0085] In one embodiment, Figure 3 As shown, a torque control device in a low-speed risk scenario is provided, including: a scenario judgment module 201, a calculation module 202 and an execution module 203, wherein:

[0086] The scene judgment module 201 is used to obtain the vehicle status parameters according to the vehicle message, and determine whether the vehicle is in a low-speed risk scene by comparing the status parameters with the preset condition parameters.

[0087] a calculation module 202 configured to determine a torque coefficient when the vehicle is in a low-speed risk scenario, including determining a first limiting coefficient from a preset first mapping relationship based on vehicle speed and a rate of change of an accelerator opening, and determining the first limiting coefficient as the torque coefficient, wherein, in the first mapping relationship, a magnitude of the first limiting coefficient is negatively correlated with both the vehicle speed and the rate of change of the accelerator opening;

[0088] The execution module 203 is configured to limit the original torque of the vehicle in a current cycle to obtain a target torque based on the torque coefficient, so as to control the vehicle based on the target torque.

[0089] The torque control device in the above-mentioned low-speed risk scenario extracts the vehicle's state parameters through vehicle messages to determine the scenario the vehicle is in. When the vehicle is in a low-speed risk scenario, the first limiting coefficient is determined from a first mapping relationship between the vehicle speed and the throttle opening change rate as the torque coefficient of the original torque, thereby limiting the output of the original torque to avoid accidents in low-speed risk scenarios.

[0090] In another embodiment, the calculation module 202 also determines a second limiting coefficient from a preset second mapping relationship based on the torque change value, and determines that the smaller value of the first limiting coefficient and the second limiting coefficient is the torque coefficient. It should be noted that, in the second mapping relationship, the value of the second limiting coefficient is negatively correlated with the torque change value.

[0091] By adopting the above method, the influence of nonlinear changes in torque is eliminated, and the smaller value is determined from the two limiting coefficients to limit the original torque, thereby ensuring safety to the greatest extent.

[0092] In one embodiment, the torque change value is the absolute value of the difference between the original torque of the current cycle and the original torque of the previous cycle.

[0093] In one embodiment, before calculating the torque change value, the calculation module 202 also compares the original torque of the current cycle with the creep torque threshold; the torque change value is calculated only when the original torque of the current cycle is greater than the creep torque threshold.

[0094] In one embodiment, the scenario judgment module 201 determines that the vehicle is in a transition scenario from static to dynamic based on the fact that the vehicle speed is zero, the original torque is less than or equal to the low-speed torque threshold, the gear parameter is in the driving gear or the reverse gear, and the parking state is in the released state; or, based on the fact that at least one door state is open, the throttle opening is greater than zero, and the original torque is greater than the low-speed torque threshold, determines that the vehicle is in a transition scenario from static to dynamic.

[0095] In another embodiment, the scene judgment module 201 determines that the vehicle is in a transition scenario from dynamic to static based on the fact that the gear parameter is in driving gear or reverse gear, the vehicle speed is less than the driving speed threshold, and the original torque is less than or equal to the low-speed torque threshold; or, based on the fact that the throttle opening is greater than zero, the original torque is greater than the low-speed torque threshold, in response to at least one door state switching from a closed state to an open state, and the parking state switching from a released state to a clamped state, determines that the vehicle is in a transition scenario from dynamic to static.

[0096] The transition scenarios from static to dynamic and from dynamic to static are both low-speed risk scenarios of this application.

[0097] The specific limitations of the torque control device for low-speed risk scenarios can be found in the limitations of the torque control method for low-speed risk scenarios described above and will not be further elaborated here. Each module within the aforementioned torque control device for low-speed risk scenarios can be implemented in whole or in part via software, hardware, or a combination thereof. Each of these modules can be embedded in or independent of a processor within a computer device in hardware form, or stored in a computer device memory in software form, allowing the processor to call and execute the corresponding operations of each module.

[0098] In one embodiment, a computer device is provided. The computer device may be a terminal, and its internal structure diagram may be as follows: Figure 4 As shown. The computer device includes a processor, a memory, a network interface, a display screen and an input device connected via a system bus. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface of the computer device is used to communicate with an external terminal via a network connection. When the computer program is executed by the processor, a torque control method in a low-speed risk scenario is implemented. The display screen of the computer device can be a liquid crystal display or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a button, trackball or touchpad provided on the computer device housing, or an external keyboard, touchpad or mouse.

[0099] Those skilled in the art will understand that Figure 4 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0100] In one embodiment, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the following steps are performed:

[0101] Obtaining vehicle status parameters according to the vehicle message, and determining whether the vehicle is in a low-speed risk scenario based on a comparison of the status parameters with preset condition parameters;

[0102] If so, determining the torque coefficient in the low-speed risk scenario, including determining a first limiting coefficient from a preset first mapping relationship based on the vehicle speed and the throttle opening change rate, and determining the first limiting coefficient as the torque coefficient, wherein, in the first mapping relationship, the magnitude of the first limiting coefficient is negatively correlated with the vehicle speed and the throttle opening change rate;

[0103] Based on the torque coefficient, the original torque of the vehicle in the current cycle is limited to obtain a target torque, so as to control the vehicle based on the target torque.

[0104] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0105] Obtaining the original torque of the current cycle and the previous cycle to obtain a torque change value;

[0106] Determining a second limiting coefficient from a preset second mapping relationship according to the torque change value, wherein in the second mapping relationship, a value of the second limiting coefficient is negatively correlated with the torque change value;

[0107] A smaller value of the first limit coefficient and the second limit coefficient is determined as the torque coefficient to limit the raw torque of the vehicle in a current cycle based on the torque coefficient.

[0108] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0109] Based on the fact that the vehicle speed is zero, the original torque is less than or equal to the low-speed torque threshold, the gear parameter is in the driving gear or the reverse gear, and the parking state is in the released state, it is determined that the vehicle is in a transition scenario from static to dynamic; or, based on the fact that at least one door state is open, the throttle opening is greater than zero, and the original torque is greater than the low-speed torque threshold, it is determined that the vehicle is in a transition scenario from static to dynamic.

[0110] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0111] Based on the fact that the gear parameter is in driving gear or reverse gear, the vehicle speed is less than the driving speed threshold and the original torque is less than or equal to the low-speed torque threshold, it is determined that the vehicle is in a transition scenario from dynamic to static; or, based on the fact that the throttle opening is greater than zero and the original torque is greater than the low-speed torque threshold, in response to at least one door state switching from a closed state to an open state, and the parking state switching from a released state to a clamped state, it is determined that the vehicle is in a transition scenario from dynamic to static.

[0112] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0113] Obtain a check mark value of the vehicle message, wherein the check mark value is configured to increase continuously in time sequence according to a sending period of the vehicle message; when the check mark value of the current period increases sequentially compared to the check mark value of the historical period, determine that the state parameters of the current period are valid, so as to determine whether the vehicle is in a low-speed risk scenario based on the valid state parameters.

[0114] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the following steps are implemented:

[0115] Obtaining vehicle status parameters according to the vehicle message, and determining whether the vehicle is in a low-speed risk scenario based on a comparison of the status parameters with preset condition parameters;

[0116] If so, determining the torque coefficient in the low-speed risk scenario, including determining a first limiting coefficient from a preset first mapping relationship based on the vehicle speed and the throttle opening change rate, and determining the first limiting coefficient as the torque coefficient, wherein, in the first mapping relationship, the magnitude of the first limiting coefficient is negatively correlated with the vehicle speed and the throttle opening change rate;

[0117] Based on the torque coefficient, the original torque of the vehicle in the current cycle is limited to obtain a target torque, so as to control the vehicle based on the target torque.

[0118] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0119] Obtaining the original torque of the current cycle and the previous cycle to obtain a torque change value;

[0120] Determining a second limiting coefficient from a preset second mapping relationship according to the torque change value, wherein in the second mapping relationship, a value of the second limiting coefficient is negatively correlated with the torque change value;

[0121] A smaller value of the first limit coefficient and the second limit coefficient is determined as the torque coefficient to limit the raw torque of the vehicle in a current cycle based on the torque coefficient.

[0122] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0123] An absolute value of a difference between the original torque of a current cycle and the original torque of a previous cycle is determined as the torque change value.

[0124] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0125] comparing the raw torque of the current cycle with a creep torque threshold;

[0126] When the raw torque of the current cycle is greater than the creep torque threshold, the torque change value is determined according to the raw torques of the current cycle and the previous cycle.

[0127] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0128] Determining whether the vehicle is in a low-speed risk scenario includes:

[0129] Based on the fact that the vehicle speed is zero, the original torque is less than or equal to the low-speed torque threshold, the gear parameter is in the driving gear or the reverse gear, and the parking state is in the released state, it is determined that the vehicle is in a transition scenario from static to dynamic; or, based on the fact that at least one door state is in the open state, the throttle opening is greater than zero, and the original torque is greater than the low-speed torque threshold, it is determined that the vehicle is in a transition scenario from static to dynamic; or, based on the fact that the gear parameter is in the driving gear or the reverse gear, the vehicle speed is less than the driving speed threshold, and the original torque is less than or equal to the low-speed torque threshold, it is determined that the vehicle is in a transition scenario from dynamic to static; or, based on the fact that the throttle opening is greater than zero, and the original torque is greater than the low-speed torque threshold, in response to at least one door state switching from a closed state to an open state, and the parking state switching from a released state to a clamped state, it is determined that the vehicle is in a transition scenario from dynamic to static.

[0130] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiment methods can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchl ink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0131] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0132] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. A torque control method in a low-speed risk scenario, characterized in that: include: Obtaining vehicle status parameters according to the vehicle message, and determining whether the vehicle is in a low-speed risk scenario based on a comparison of the status parameters with preset condition parameters; If so, determining the torque coefficient in the low-speed risk scenario, including determining a first limiting coefficient from a preset first mapping relationship based on the vehicle speed and the throttle opening change rate, and determining the first limiting coefficient as the torque coefficient, wherein, in the first mapping relationship, the magnitude of the first limiting coefficient is negatively correlated with the vehicle speed and the throttle opening change rate; limiting the original torque of the vehicle in a current cycle to obtain a target torque based on the torque coefficient, so as to control the vehicle based on the target torque; The determining of the torque coefficient in the low-speed risk scenario further includes: Obtaining the original torque of the current cycle and the previous cycle to obtain a torque change value; Determining a second limiting coefficient from a preset second mapping relationship according to the torque change value, wherein in the second mapping relationship, a value of the second limiting coefficient is negatively correlated with the torque change value; A smaller value of the first limit coefficient and the second limit coefficient is determined as the torque coefficient to limit the raw torque of the vehicle in a current cycle based on the torque coefficient.

2. The torque control method in low-speed risk scenarios according to claim 1, characterized in that: The obtaining of the torque change value includes: An absolute value of a difference between the original torque of a current cycle and the original torque of a previous cycle is determined as the torque change value.

3. The torque control method in low-speed risk scenarios according to claim 1, characterized in that: Before obtaining the original torque of the current cycle and the previous cycle, the method further includes: comparing the raw torque of the current cycle with a creep torque threshold; When the raw torque of the current cycle is greater than the creep torque threshold, the torque change value is determined according to the raw torques of the current cycle and the previous cycle.

4. The torque control method in low-speed risk scenarios according to claim 1, characterized in that: The low-speed risk scenario includes a vehicle transition scenario from static to dynamic; Determining whether the vehicle is in a low-speed risk scenario includes: Determining that the vehicle is in a transition scenario from static to dynamic based on the vehicle speed being zero, the original torque being less than or equal to a low-speed torque threshold, the gear parameter being in a driving gear or a reverse gear, and the parking state being a released state; or Based on the fact that at least one door is in an open state, the throttle opening is greater than zero, and the original torque is greater than a low-speed torque threshold, it is determined that the vehicle is in a transition scenario from static to dynamic.

5. The torque control method in low-speed risk scenarios according to claim 1, characterized in that: The low-speed risk scenario includes a vehicle transition scenario from dynamic to static; Determining whether the vehicle is in a low-speed risk scenario includes: Based on the fact that the gear parameter is in the driving gear or the reverse gear, the vehicle speed is less than the driving speed threshold, and the original torque is less than or equal to the low-speed torque threshold, it is determined that the vehicle is in a transition scenario from dynamic to static; or, Based on the throttle opening being greater than zero and the original torque being greater than a low-speed torque threshold, in response to at least one door state switching from a closed state to an open state, and the parking state switching from a released state to a clamped state, it is determined that the vehicle is in a transition scenario from a dynamic to a static state.

6. The torque control method in a low-speed risk scenario according to claim 1, characterized in that: Before determining whether the vehicle is in a low-speed risk scenario, the method further includes: Verifying the validity of the state parameters includes: Obtaining a check mark value of the vehicle message, wherein the check mark value is configured to be continuously incremented in a time sequence according to a transmission cycle of the vehicle message; When the verification flag value of the current cycle increases sequentially compared to the verification flag value of the historical cycle, it is determined that the state parameter of the current cycle is valid, so as to determine whether the vehicle is in a low-speed risk scenario according to the valid state parameter.

7. A torque control device for low-speed risk scenarios, characterized in that: The device comprises: a scenario judgment module, configured to obtain vehicle status parameters based on the vehicle message and determine whether the vehicle is in a low-speed risk scenario based on a comparison of the status parameters with preset conditional parameters; a calculation module, configured to determine a torque coefficient when the vehicle is in a low-speed risk scenario, including determining a first limiting coefficient from a preset first mapping relationship based on vehicle speed and a rate of change of throttle opening, and determining the first limiting coefficient as the torque coefficient, wherein, in the first mapping relationship, the magnitude of the first limiting coefficient is negatively correlated with both the vehicle speed and the rate of change of throttle opening; an execution module, configured to limit the original torque of the vehicle in a current cycle to obtain a target torque based on the torque coefficient, so as to control the vehicle based on the target torque; The calculation module is also used to obtain the original torque of the current cycle and the previous cycle to obtain a torque change value; based on the torque change value, determine a second limiting coefficient from a preset second mapping relationship, wherein in the second mapping relationship, the value of the second limiting coefficient is negatively correlated with the torque change value; determine the smaller value of the first limiting coefficient and the second limiting coefficient as the torque coefficient, so as to limit the original torque of the vehicle in the current cycle based on the torque coefficient.

8. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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