A vehicle winter driving torque optimization method and device and vehicle

Abstract

The application discloses a kind of vehicle winter driving torque optimization method, device and vehicle, belong to vehicle technical field, comprising: obtaining winter driving index, according to the winter driving index whether need winter driving torque compensation is judged;If yes, obtain current driving condition, according to the current driving condition corresponding winter driving torque optimization strategy is executed.The application provides a kind of vehicle winter driving torque optimization method, device and vehicle, by using comprehensive torque optimization method, ensure the stability and comfort of whole car when driving on wet road, especially in winter, use optimal torque slope to achieve higher controllability, even in winter, due to wet road and cause to reduce the torque situation also can be realized, select different winter driving torque compensation, ensure the reliability of driver braking control.

Description

Technical Field

[0001] This invention discloses a method, device, and vehicle for optimizing vehicle torque during winter driving, belonging to the field of vehicle technology. Background Technology

[0002] The global energy crisis is becoming increasingly severe. Because traditional vehicles consume a lot of energy and their exhaust contains various pollutants, new energy vehicles are becoming the direction for the automotive industry's transformation. The torque control strategy for new energy vehicles is crucial to their safety, power performance, and driver experience.

[0003] Currently, when a vehicle enters a coasting state, due to the low road surface adhesion coefficient, the road friction is determined by monitoring changes in drive wheel torque and wheel angular velocity. The maximum wheel drive torque is reduced to make the drive torque more stable and comfortable, thereby optimizing hydraulic braking pressure and reducing unexpected wheel slippage caused by low road friction. However, the torque reduction control strategy is insufficient to stabilize electric vehicle wheel slippage, especially since it only controls the positive drive force in the powertrain. The latest electronic drive systems have proven that the powertrain can generate relatively high braking torque without driver intervention. To ensure stable driving on slippery roads, negative braking torque in the powertrain, i.e., coasting regenerative braking torque, must be used. Furthermore, there is currently no optimal torque filtering function to ensure more stable driving in winter. In winter driving, without an optimal torque slope, it is very easy to reach the control limits. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention proposes a method, device, and vehicle for optimizing vehicle torque during winter driving. This addresses the issues that current torque reduction control strategies are insufficient to stabilize wheel slippage in electric vehicles when they enter a coasting state, and that there is currently no optimal torque selection function to ensure more stable driving in winter.

[0005] The technical solution of the present invention is as follows:

[0006] According to a first aspect of the present invention, a method for optimizing vehicle torque during winter driving is provided, comprising:

[0007] Obtain the winter driving index and determine whether winter driving torque compensation is needed based on the winter driving index.

[0008] If so, obtain the current driving conditions and execute the corresponding winter driving torque optimization strategy based on the current driving conditions.

[0009] Preferably, the step of determining whether winter driving torque compensation is needed based on the winter driving index includes:

[0010] The road environment is determined based on the winter driving index, which includes: regular roads, snow-covered roads, and icy roads.

[0011] When the road environment is a regular road, winter driving torque compensation is not required;

[0012] When the road environment is a snow-covered road or an icy road, winter driving torque compensation is required.

[0013] Preferably, the current driving conditions include: cruise mode, coasting mode, crawl mode, acceleration mode, and braking mode.

[0014] Preferably, a corresponding winter driving torque optimization strategy is executed based on the current driving conditions, including:

[0015] When the current driving condition is: cruise mode, coasting mode, crawl mode and acceleration mode, the first winter driving torque optimization strategy is executed;

[0016] When the current driving condition is braking mode, the second winter driving torque optimization strategy is executed.

[0017] Preferably, the first winter driving torque optimization strategy includes:

[0018] The corresponding drive torque is determined based on the current driving conditions, and the corresponding drive torque includes: cruise drive torque, coasting torque, creeping torque and acceleration torque;

[0019] Based on the winter driving index and calibration map, determine the corresponding minimum driving torque, the corresponding maximum driving torque, and the torque slope compensation value respectively;

[0020] The first driving torque is obtained by taking the smaller value between the corresponding maximum driving torque and the corresponding driving torque and the larger value between the corresponding minimum driving torque.

[0021] The first driving torque slope is determined based on the first driving torque intermediate value, and the first winter-compensated driving torque is obtained by multiplying the first driving torque slope and the torque slope compensation value.

[0022] The first winter-compensated drive torque is sent to the motor control unit to control the actual torque of the motor.

[0023] Preferably, the first winter driving torque optimization strategy further includes:

[0024] When the vehicle's later movement is detected, the steering wheel angle is obtained;

[0025] The steering wheel angle is multiplied by the intermediate value of the first drive torque to obtain the intermediate value of the second drive torque;

[0026] The second driving torque slope is determined based on the intermediate value of the second driving torque, and the second winter-compensated driving torque is obtained by multiplying the second driving torque slope and the torque slope compensation value.

[0027] The second winter-compensated drive torque is sent to the motor control unit to control the actual torque of the motor.

[0028] Preferably, the second winter driving torque optimization strategy includes:

[0029] Obtain the high-voltage battery charging power limit and the motor charging efficiency in the calibration chart, and determine the power conversion torque in the calibration chart based on the high-voltage battery charging power limit and the motor charging efficiency in the calibration chart;

[0030] Obtain the motor charging limit, and take the larger value between the power conversion torque in the calibration chart and the motor charging limit to obtain the intermediate value of the power torque limit;

[0031] Obtain the vehicle speed and determine the winter braking torque limit in the calibration chart based on the vehicle speed and the winter driving index;

[0032] The first regenerative braking capability is obtained by taking the larger value between the intermediate power torque limit and the winter braking torque limit in the calibration chart and the coasting torque.

[0033] Based on the first regenerative braking capability and the winter driving index, the regenerative torque is reduced to obtain the second regenerative braking capability, which is then sent to the brake control unit.

[0034] The braking control unit determines the regenerative braking target torque based on the second regenerative braking capability and the regenerative braking torque;

[0035] Based on the winter driving index and calibration map, determine the corresponding minimum driving torque, the corresponding maximum driving torque, and the torque slope compensation value respectively;

[0036] The intermediate value of the third driving torque is obtained by taking the smaller value between the regenerative braking target torque and the corresponding maximum driving torque and the larger value between the corresponding minimum driving torque;

[0037] The third driving torque slope is determined based on the intermediate value of the third driving torque, and the third winter-compensated driving torque is obtained by multiplying the third driving torque slope and the torque slope compensation value.

[0038] The third winter-compensated drive torque is sent to the motor control unit to control the actual torque of the motor.

[0039] Preferably, the second winter driving torque optimization strategy further includes:

[0040] When the vehicle's later movement is detected, the steering wheel angle is obtained;

[0041] The steering wheel angle is multiplied by the intermediate value of the third drive torque to obtain the intermediate value of the fourth drive torque;

[0042] The fourth driving torque slope is determined based on the intermediate value of the fourth driving torque, and the fourth winter-compensated driving torque is obtained by multiplying the fourth driving torque slope and the torque slope compensation value.

[0043] The fourth winter-compensated drive torque is sent to the motor control unit to control the actual torque of the motor.

[0044] According to a second aspect of the present invention, a vehicle winter driving torque optimization device is provided, comprising:

[0045] The judgment module is used to obtain the winter driving index and determine whether winter driving torque compensation is needed based on the winter driving index.

[0046] The optimization module is used to obtain the current driving conditions if the condition is met, and to execute the corresponding winter driving torque optimization strategy based on the current driving conditions.

[0047] According to a third aspect of the present invention, a vehicle is provided, comprising:

[0048] One or more processors;

[0049] Memory for storing the one or more processor-executable instructions;

[0050] Wherein, the one or more processors are configured as follows:

[0051] Perform the method described in the first aspect of the embodiments of the present invention.

[0052] According to a fourth aspect of the present invention, a non-transitory computer-readable storage medium is provided, wherein when instructions in the storage medium are executed by a processor of a terminal, the terminal is enabled to perform the method described in the first aspect of the present invention.

[0053] According to a fifth aspect of the present invention, an application product is provided that, when the application product is running on a terminal, causes the terminal to execute the method described in the first aspect of the present invention.

[0054] The beneficial effects of this invention are as follows:

[0055] This invention provides a method, device, and vehicle for optimizing vehicle torque during winter driving. By employing a comprehensive torque optimization method, the stability and comfort of the vehicle are ensured when driving on slippery roads, especially in winter. The optimal torque slope is used to achieve higher controllability, even when torque is reduced due to slippery roads in winter. Different winter driving torque compensations are selected to ensure the reliability of the driver's braking control.

[0056] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0057] Figure 1 This is a flowchart illustrating a method for optimizing vehicle torque during winter driving, according to an exemplary embodiment.

[0058] Figure 2 This is a flowchart illustrating a method for optimizing vehicle torque during winter driving, according to an exemplary embodiment.

[0059] Figure 3 This is a flowchart illustrating a first winter driving torque optimization strategy in a vehicle winter driving torque optimization method according to an exemplary embodiment.

[0060] Figure 4 This is a flowchart illustrating a second winter driving torque optimization strategy in a vehicle winter driving torque optimization method according to an exemplary embodiment.

[0061] Figure 5 This is a flowchart illustrating a second winter driving torque optimization strategy in a vehicle winter driving torque optimization method according to an exemplary embodiment.

[0062] Figure 6 This is a schematic block diagram illustrating the structure of a vehicle winter driving torque optimization device according to an exemplary embodiment. Detailed Implementation

[0063] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0064] In the description of this invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0065] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0066] This invention provides a method for optimizing vehicle torque during winter driving. This method is implemented by the vehicle's control unit, which includes at least a CPU.

[0067] Example 1

[0068] Figure 1 and 2 This is a flowchart illustrating a method for optimizing vehicle torque during winter driving, according to an exemplary embodiment. The method is used in a terminal and includes the following steps:

[0069] Step 101: Obtain the winter driving index and determine whether winter driving torque compensation is needed based on the winter driving index.

[0070] The winter driving index mentioned in this embodiment is described in detail in Chinese invention patent application number 2023110706960, entitled "Calculation Method and System for Winter Driving Index of Electric Vehicle Winter Driving Environment". It will not be repeated here.

[0071] According to the aforementioned patent application, the winter driving index represents the maximum friction between the tire and the road under winter conditions. Therefore, the winter driving index is used to determine whether winter driving torque compensation is needed.

[0072] First, the road environment is determined based on the winter driving index. The road environment includes: regular roads, snow-covered roads, and icy roads. Therefore, when the road environment is a regular road, winter driving torque compensation is not required; when the road environment is a snow-covered road or an icy road, winter driving torque compensation is required.

[0073] Step 102: If yes, obtain the current driving conditions and execute the corresponding winter driving torque optimization strategy based on the current driving conditions. The specific details are as follows:

[0074] The current driving conditions include: cruise mode, coasting mode, crawl mode, acceleration mode, and braking mode. When the current driving condition is cruise mode, coasting mode, crawl mode, or acceleration mode, the first winter driving torque optimization strategy is executed; when the current driving condition is braking mode, the second winter driving torque optimization strategy is executed. The detailed steps of the two winter driving torque optimization strategies will be described below.

[0075] First, let me introduce the torque optimization strategy for winter driving, such as... Figure 3 As shown, the specific content is as follows:

[0076] To ensure braking stability during winter drive torque optimization, the VCU should reduce the winter drive torque based on the winter driving index. The appropriate drive torque is determined according to the current driving conditions, including: cruise drive torque, coasting torque, creep torque, and acceleration torque.

[0077] Then, based on the winter driving index and calibration chart, the corresponding minimum driving torque, the corresponding maximum driving torque, and the torque slope compensation value are determined respectively. The smaller value between the corresponding maximum driving torque and the corresponding driving torque and the larger value between the corresponding minimum driving torque are used to obtain the intermediate value of the first driving torque.

[0078] Finally, the first drive torque slope is determined based on the median value of the first drive torque. The first winter-compensated drive torque is obtained by multiplying the first drive torque slope by the torque slope compensation value. The first winter-compensated drive torque is then sent to the motor control unit to control the actual motor torque.

[0079] Under winter driving conditions, if late-stage motion is detected, the VCU should optimize the drive torque to prevent wheel slippage. Late-stage motion can be compensated for by recognizing the steering angle. Therefore, based on the aforementioned first winter driving torque optimization strategy, when late-stage vehicle motion is detected, the steering wheel angle is acquired, and multiplied by the intermediate value of the first drive torque to obtain the intermediate value of the second drive torque. Then, the second drive torque slope is determined based on the intermediate value of the second drive torque. The second winter-compensated drive torque is obtained by multiplying the second drive torque slope by the torque slope compensation value. This second winter-compensated drive torque is then sent to the motor control unit to control the actual motor torque.

[0080] Having introduced the first winter driving torque optimization strategy above, we will now discuss the second winter driving torque optimization strategy in detail. Figure 4 and 5 As shown, the specific content is as follows:

[0081] When the current driving condition is braking mode, the vehicle control unit (VCU) should optimize regenerative braking torque by providing the best regenerative braking capability to the braking system. The regenerative braking target in the brake control unit (I-Booster) should be limited with reference to the regenerative braking capability provided by the VCU. The VCU should determine the maximum regenerative torque based on the winter driving index and vehicle speed to minimize wheel slippage under winter driving conditions. The main benefit of this control is providing reduced regenerative braking capability before actual braking control operation. This control strategy prevents potential control delay issues in the brake control unit (I-Booster) system and improves control stability because the I-Booster system does not need to use relatively slow hydraulic braking force to cope with all insufficient braking torque. Therefore, through this control strategy, the brake control unit (I-Booster) can provide both regenerative braking force and hydraulic braking force simultaneously, instead of compensating for braking torque only after monitoring the actual regenerative braking torque. The specific steps are detailed below:

[0082] First, obtain the high-voltage battery charging power limit and the motor charging efficiency from the calibration graph. Then, determine the power conversion torque from the calibration graph based on these two values. Next, obtain the motor charging limit. Finally, take the larger value between the power conversion torque from the calibration graph and the motor charging limit to obtain the intermediate power torque limit.

[0083] Next, obtain the vehicle speed. Based on the vehicle speed and the winter driving index, determine the winter braking torque limit in the calibration chart. The first regenerative braking capacity is obtained by taking the larger value between the median power torque limit and the winter braking torque limit in the calibration chart, and subtracting it from the coasting torque. Then, as... Figure 2 As shown, the second regenerative braking capability, obtained by reducing the regenerative torque based on the first regenerative braking capability and the winter driving index, is sent to the brake control unit. The brake control unit then determines the target regenerative braking torque by taking the smaller value between the second regenerative braking capability and the regenerative braking torque. The subsequent steps are similar to the first winter driving torque optimization strategy, and the specific steps are as follows:

[0084] Based on the winter driving index and calibration chart, the corresponding minimum drive torque, corresponding maximum drive torque, and torque slope compensation value are determined. The median value of the third drive torque is obtained by taking the smaller of the regenerative braking target torque and the corresponding drive torque, and the larger of the corresponding minimum drive torque. The third drive torque slope is determined based on this median value. The third winter-compensated drive torque is obtained by multiplying the third drive torque slope by the torque slope compensation value. Finally, the third winter-compensated drive torque is sent to the motor control unit to control the actual motor torque.

[0085] Similarly, under winter driving conditions, if late-stage motion is detected, the vehicle control unit (VCU) should optimize the drive torque to prevent wheel slippage. Late-stage motion can be compensated for by identifying the steering angle. Therefore, based on the aforementioned second winter driving torque optimization strategy, when late-stage vehicle motion is detected, the steering wheel angle is obtained. The steering wheel angle is multiplied by the median value of the third drive torque to obtain the median value of the fourth drive torque. The slope of the fourth drive torque is determined based on this median value. The fourth winter-compensated drive torque is obtained by multiplying the fourth drive torque slope by the torque slope compensation value. This fourth winter-compensated drive torque is then sent to the motor control unit to control the actual motor torque.

[0086] Example 2

[0087] Figure 6 This is a schematic block diagram illustrating the structure of a vehicle winter driving torque optimization device according to an exemplary embodiment. The device includes:

[0088] The judgment module 210 is used to obtain the winter driving index and determine whether winter driving torque compensation is needed based on the winter driving index.

[0089] The optimization module 220 is used to obtain the current driving conditions if the conditions are met, and to execute the corresponding winter driving torque optimization strategy based on the current driving conditions.

[0090] This invention employs a comprehensive torque optimization method to ensure the stability and comfort of the vehicle when driving on slippery roads, especially in winter. It uses the optimal torque slope to achieve higher controllability, even when torque is reduced due to slippery roads in winter. Different winter driving torque compensations are selected to ensure the reliability of the driver's braking control.

[0091] Example 3

[0092] This application provides a vehicle that includes at least a vehicle control unit and a brake control unit. Typically, both the vehicle control unit and the brake control unit include a processor and a memory.

[0093] The processor may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor may be implemented using at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor may also include a main processor and coprocessors. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the screen. In some embodiments, the processor may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0094] The memory may include one or more computer-readable storage media, which may be tangible and non-transitory. The memory may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory are used to store at least one instruction, which is executed by a processor to implement a vehicle winter driving torque optimization method provided in this application.

[0095] Example 4

[0096] In an exemplary embodiment, a computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements a vehicle winter driving torque optimization as provided in all embodiments of the present application.

[0097] Any combination of one or more computer-readable media may be used. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0098] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0099] The program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0100] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as "C" or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0101] Example 5

[0102] In an exemplary embodiment, an application product is also provided, including one or more instructions that can be executed by the processor of the aforementioned device to perform the aforementioned vehicle winter driving torque optimization.

[0103] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0104] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0105] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0106] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0107] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0108] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for optimizing vehicle torque during winter driving, characterized in that, include: The system obtains a winter driving index and determines whether winter driving torque compensation is needed based on the index. If so, it obtains the current driving conditions and executes a corresponding winter driving torque optimization strategy based on the current driving conditions. The determination of whether winter driving torque compensation is needed based on the winter driving index includes: determining the road environment based on the winter driving index, where the road environment includes: regular roads, snow-covered roads, and icy roads; when the road environment is a regular road, winter driving torque compensation is not needed; when the road environment is a snow-covered road or an icy road, winter driving torque compensation is needed; the current driving conditions include: cruise mode, coasting mode, crawl mode, acceleration mode, and braking mode; based on the index... The current driving condition implements a corresponding winter driving torque optimization strategy, including: when the current driving condition is cruise mode, coasting mode, crawl mode, or acceleration mode, a first winter driving torque optimization strategy is implemented; when the current driving condition is braking mode, a second winter driving torque optimization strategy is implemented; the second winter driving torque optimization strategy includes: obtaining the high-voltage battery charging power limit and the motor charging efficiency in the calibration graph, and determining the power conversion torque in the calibration graph based on the high-voltage battery charging power limit and the motor charging efficiency in the calibration graph; obtaining the motor charging limit, and obtaining the intermediate value of the power torque limit by taking the larger value between the power conversion torque in the calibration graph and the motor charging limit; obtaining the vehicle speed, and based on... The vehicle speed and winter driving index determine the winter braking torque limit in the calibration map; the difference between the larger value of the power torque limit median and the winter braking torque limit in the calibration map and the coasting torque is used to obtain the first regenerative braking capacity; the regenerative torque is reduced based on the first regenerative braking capacity and the winter driving index to obtain the second regenerative braking capacity, which is then sent to the brake control unit; the brake control unit obtains the regenerative braking target torque based on the second regenerative braking capacity and the regenerative braking torque; the corresponding minimum drive torque, the corresponding maximum drive torque, and the torque slope compensation value are determined based on the winter driving index and the calibration map; the smaller value between the regenerative braking target torque and the corresponding maximum drive torque is used to determine the torque slope compensation value. The larger value is used to obtain the intermediate value of the third drive torque; the third drive torque slope is determined based on the intermediate value of the third drive torque, and the third winter-compensated drive torque is obtained by multiplying the third drive torque slope and the torque slope compensation value; the third winter-compensated drive torque is sent to the motor control unit to control the actual torque of the motor; the second winter driving torque optimization strategy also includes: when the vehicle's later movement is detected, the steering wheel angle is obtained; the steering wheel angle is multiplied by the intermediate value of the third drive torque to obtain the intermediate value of the fourth drive torque; the fourth drive torque slope is determined based on the intermediate value of the fourth drive torque, and the fourth winter-compensated drive torque is obtained by multiplying the fourth drive torque slope and the torque slope compensation value;The fourth winter-compensated drive torque is sent to the motor control unit to control the actual motor torque.

2. The method for optimizing vehicle torque during winter driving according to claim 1, characterized in that, The first winter driving torque optimization strategy includes: determining the corresponding drive torque based on the current driving conditions, wherein the corresponding drive torque includes: cruise drive torque, coasting torque, creep torque, and acceleration torque; determining the corresponding minimum drive torque, the corresponding maximum drive torque, and the torque slope compensation value based on the winter driving index and calibration map; taking the smaller value between the corresponding maximum drive torque and the corresponding drive torque and the larger value between the corresponding minimum drive torque to obtain the first drive torque median value; determining the first drive torque slope based on the first drive torque median value; multiplying the first drive torque slope and the torque slope compensation value to obtain the first winter-compensated drive torque; and sending the first winter-compensated drive torque to the motor control unit for controlling the actual motor torque.

3. The method for optimizing vehicle torque during winter driving according to claim 2, characterized in that, The first winter driving torque optimization strategy further includes: when the vehicle's later movement is detected, obtaining the steering wheel angle; multiplying the steering wheel angle by the first driving torque intermediate value to obtain the second driving torque intermediate value; determining the second driving torque slope based on the second driving torque intermediate value; multiplying the second driving torque slope by the torque slope compensation value to obtain the second winter-compensated driving torque; and sending the second winter-compensated driving torque to the motor control unit for controlling the actual motor torque.

4. A vehicle winter driving torque optimization device, characterized in that, include: The judgment module is used to obtain the winter driving index and determine whether winter driving torque compensation is needed based on the winter driving index; the optimization module is used to obtain the current driving conditions if the winter driving index is obtained and to execute the corresponding winter driving torque optimization strategy based on the current driving conditions. The step of determining whether winter driving torque compensation is needed based on the winter driving index includes: determining the road environment based on the winter driving index, wherein the road environment includes: regular roads, snow-covered roads, and icy roads; when the road environment is a regular road, winter driving torque compensation is not needed; when the road environment is a snow-covered road or an icy road, winter driving torque compensation is needed; the current driving condition includes: cruise mode, coasting mode, crawl mode, acceleration mode, and braking mode; and executing the corresponding winter driving torque optimization strategy based on the current driving condition includes: when the current driving condition is: cruise mode, coasting mode, crawl mode, or acceleration mode, executing the... A first winter driving torque optimization strategy; when the current driving condition is braking mode, a second winter driving torque optimization strategy is executed; the second winter driving torque optimization strategy includes: obtaining the high-voltage battery charging power limit and the motor charging efficiency in the calibration graph, and determining the power conversion torque in the calibration graph based on the high-voltage battery charging power limit and the motor charging efficiency in the calibration graph; obtaining the motor charging limit, and obtaining the power torque limit intermediate value by taking the larger value between the power conversion torque in the calibration graph and the motor charging limit; obtaining the vehicle speed, and determining the winter braking torque limit in the calibration graph based on the vehicle speed and the winter driving index; and determining the winter braking torque limit based on the intermediate value of the power torque limit and the winter braking torque limit in the calibration graph. The difference between the larger value of the dynamic torque limit and the coasting torque is used to obtain the first regenerative braking capacity. Based on the first regenerative braking capacity and the winter driving index, the regenerative torque is reduced to obtain the second regenerative braking capacity, which is then sent to the brake control unit. The brake control unit obtains the regenerative braking target torque based on the second regenerative braking capacity and the regenerative braking torque. Based on the winter driving index and the calibration map, the corresponding minimum drive torque, the corresponding maximum drive torque, and the torque slope compensation value are determined respectively. The smaller value between the regenerative braking target torque and the corresponding maximum drive torque, and the larger value between the corresponding minimum drive torque, are used to obtain the third drive torque intermediate value. The third drive torque slope is determined based on the third drive torque intermediate value. The third winter-compensated driving torque is obtained by multiplying the third driving torque slope and the torque slope compensation value; the third winter-compensated driving torque is sent to the motor control unit to control the actual motor torque; the second winter driving torque optimization strategy further includes: when the vehicle's later movement is detected, obtaining the steering wheel angle; multiplying the steering wheel angle with the intermediate value of the third driving torque to obtain the intermediate value of the fourth driving torque; determining the fourth driving torque slope based on the intermediate value of the fourth driving torque; multiplying the fourth driving torque slope with the torque slope compensation value to obtain the fourth winter-compensated driving torque; and sending the fourth winter-compensated driving torque to the motor control unit to control the actual motor torque.

5. A vehicle, characterized in that, include: One or more processors; A memory for storing one or more processor-executable instructions; wherein the one or more processors are configured to execute a vehicle winter driving torque optimization method as described in any one of claims 1 to 3.

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