Method, device, electronic equipment and storage medium for controlling torque of vehicle

Abstract

Embodiments of the present application disclose a method, device, electronic equipment and storage medium for controlling vehicle torque, the method comprising: obtaining an accelerator depth and an accelerator change rate of a vehicle to be controlled; determining a torque correction coefficient and a torque change rate correction coefficient according to the accelerator depth and the accelerator change rate; obtaining a target demand torque of the vehicle to be controlled according to the torque correction coefficient, and obtaining a target demand torque change rate of the vehicle to be controlled according to the torque change rate correction coefficient; and determining a current actual demand torque of the vehicle to be controlled according to the target demand torque and the target demand torque change rate. In this way, when the vehicle torque is controlled based on the current actual demand torque, the power demand and the economy demand of the vehicle can be considered at the same time, and the vehicle torque can be controlled without manual switching of the driving mode by the user, thereby improving the automation degree of controlling the vehicle torque and improving the driving experience of the user.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a method, apparatus, electronic device, and computer-readable storage medium for controlling vehicle torque. Background Technology

[0002] With the development of automotive technology, the usage scenarios for vehicles are becoming increasingly diverse. To adapt to the different driving needs of users, it is necessary to design driving modes such as Sport and Eco. Sport mode mainly increases the torque demanded by the driver by releasing the power of the engine or drive motor, and improves the vehicle's power performance by increasing the rate at which the driver's torque demand is applied. Eco mode mainly limits the torque demanded by the driver by appropriately reducing the power of the engine or drive motor, thereby achieving economical driving.

[0003] Currently, vehicle torque control is often achieved by the driver manually switching driving modes. When the vehicle is in Eco mode and the driver needs to accelerate, the required torque is lower and the loading rate is slower, resulting in poor acceleration. The driver needs to manually switch to Sport mode in advance, which can easily lead to a poor driving experience. Similarly, when the vehicle is in Sport mode and there is no significant power demand, the driver's required torque changes more rapidly with throttle input, which can also lead to poor fuel economy. It is difficult to simultaneously meet both power and fuel economy needs in the same driving mode, resulting in a poor driving experience for the user. Therefore, improving the user's driving experience has become an urgent technical problem to be solved. Summary of the Invention

[0004] To address the aforementioned technical problems, embodiments of this application provide a method for controlling vehicle torque, a device for controlling vehicle torque, an electronic device, and a computer-readable storage medium, which can improve the user's driving experience.

[0005] According to one aspect of the embodiments of this application, a method for controlling vehicle torque is provided, the method comprising: acquiring the throttle depth and throttle change rate of a vehicle to be controlled; determining a torque correction coefficient and a torque change rate correction coefficient based on the throttle depth and the throttle change rate; acquiring a target required torque of the vehicle to be controlled based on the torque correction coefficient, and acquiring a target required torque change rate of the vehicle to be controlled based on the torque change rate correction coefficient; and determining the current actual required torque of the vehicle to be controlled based on the target required torque and the target required torque change rate.

[0006] In some embodiments, determining the torque correction coefficient and the torque change rate correction coefficient based on the throttle depth and the throttle change rate includes: obtaining the current driving mode of the vehicle to be controlled; if the throttle depth is greater than or equal to a preset threshold, obtaining a torque correction coefficient table and a torque change rate correction coefficient table corresponding to the current driving mode; performing a lookup operation in the torque correction coefficient table corresponding to the current driving mode based on the throttle depth and the throttle change rate to obtain the torque correction coefficient; and performing a lookup operation in the torque change rate correction coefficient table corresponding to the current driving mode based on the throttle depth and the throttle change rate to obtain the torque change rate correction coefficient.

[0007] In some embodiments, obtaining the target required torque of the vehicle to be controlled according to the torque correction coefficient includes: obtaining the initial required torque of the vehicle to be controlled; adjusting the initial required torque according to the torque correction coefficient to obtain the target required torque of the vehicle to be controlled.

[0008] In some embodiments, the initial required torque includes an initial required torque for economy mode and an initial required torque for sport mode, and the target required torque includes a target required torque for economy mode or a target required torque for sport mode. Adjusting the initial required torque according to the torque correction coefficient to obtain the target required torque for the vehicle to be controlled includes: when the current driving mode is economy mode and the throttle depth is greater than or equal to a preset threshold, adjusting the initial required torque for economy mode according to the torque correction coefficient to obtain the target required torque for economy mode; or, when the current driving mode is sport mode and the throttle depth is greater than or equal to a preset threshold, adjusting the initial required torque for sport mode according to the torque correction coefficient to obtain the target required torque for sport mode.

[0009] In some embodiments, obtaining the target required torque change rate of the vehicle to be controlled based on the torque change rate correction coefficient includes: obtaining the initial torque change rate of the target required torque; adjusting the initial torque change rate based on the torque change rate correction coefficient to obtain the target required torque change rate.

[0010] In some embodiments, the initial torque change rate includes the initial torque change rate in economy mode and the initial torque change rate in sport mode, and the target torque demand change rate includes the target torque demand change rate in economy mode or the target torque demand change rate in sport mode. Adjusting the initial torque change rate according to the torque change rate correction coefficient to obtain the target torque demand change rate includes: when the current driving mode is economy mode and the throttle depth is greater than or equal to a preset threshold, adjusting the initial torque change rate in economy mode according to the torque change rate correction coefficient to obtain the target torque demand change rate in economy mode; or, when the current driving mode is sport mode and the throttle depth is greater than or equal to a preset threshold, adjusting the initial torque change rate in sport mode according to the torque change rate correction coefficient to obtain the target torque demand change rate in sport mode.

[0011] In some embodiments, determining the current actual torque demand of the vehicle to be controlled based on the target torque demand and the rate of change of the target torque demand includes: obtaining the historical actual torque demand of the vehicle to be controlled; adjusting the historical actual torque demand based on the target torque demand and the rate of change of the target torque demand to obtain the current actual torque demand.

[0012] According to one aspect of the embodiments of this application, an apparatus for controlling vehicle torque is provided. The apparatus includes: a first acquisition module configured to acquire throttle depth and throttle change rate of a vehicle to be controlled; a first determination module configured to determine a torque correction coefficient and a torque change rate correction coefficient based on the throttle depth and the throttle change rate; a second acquisition module configured to acquire a target required torque of the vehicle to be controlled based on the torque correction coefficient, and acquire a target required torque change rate of the vehicle to be controlled based on the torque change rate correction coefficient; and a second determination module configured to determine the current actual required torque of the vehicle to be controlled based on the target required torque and the target required torque change rate.

[0013] According to one aspect of the present application, an electronic device is provided, including one or more processors; and a storage device for storing one or more programs, which, when executed by the one or more processors, cause the electronic device to implement the above-described method for controlling vehicle torque.

[0014] According to one aspect of the embodiments of this application, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method for controlling vehicle torque as described above.

[0015] In the technical solution provided by the embodiments of this application, the torque correction coefficient and torque change rate correction coefficient that meet the current driving needs can be determined by the throttle depth and throttle change rate. Then, based on the torque correction coefficient and torque change rate correction coefficient, a more accurate target torque and target torque change rate can be obtained. Furthermore, the current actual torque that meets the current driving needs can be automatically determined by the target torque and target torque change rate. When controlling the vehicle torque based on the current actual torque, the vehicle can simultaneously meet the power and economy needs, and there is no need for the user to manually switch driving modes to control the vehicle torque, which improves the automation level of vehicle torque control and thus improves the user's driving experience.

[0016] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:

[0018] Figure 1 This is a flowchart illustrating a method for controlling vehicle torque, as shown in an exemplary embodiment of this application;

[0019] Figure 2 yes Figure 1 A flowchart of step S120 in an exemplary embodiment shown in the illustrated example;

[0020] Figure 3 yes Figure 1 A flowchart of step S130 in an exemplary embodiment shown in the illustrated example;

[0021] Figure 4 yes Figure 1 A flowchart of step S130 in another exemplary embodiment of the illustrated embodiment;

[0022] Figure 5 This is a schematic diagram illustrating the structure of a device for controlling vehicle torque, as shown in an exemplary embodiment of this application. Detailed Implementation

[0023] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments identical to those described in this application. Rather, they are merely examples of apparatuses and methods identical to some aspects of this application as detailed in the appended claims.

[0024] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented as application programs, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0025] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0026] It should be noted that "multiple" as mentioned in this application refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0027] Please see Figure 1 , Figure 1 This is a flowchart illustrating a method for controlling vehicle torque, as shown in an exemplary embodiment of this application.

[0028] Alternatively, in this embodiment, the method for controlling vehicle torque can be applied to an electronic device.

[0029] Electronic devices include, but are not limited to, tablet computers, personal computers, or in-vehicle devices.

[0030] Vehicle-mounted equipment consists of two parts: hardware and software. The hardware includes the vehicle infotainment system, instrument cluster, TBOX (Telematics Box, remote communication terminal), and vehicle sensors; the software includes the operating system.

[0031] The in-vehicle infotainment system is the main platform for interaction with the car owner. It includes a CPU (Central Processing Unit), memory, display screen, positioning chip, gyroscope, and accelerometer, and mainly provides basic capabilities such as computing, storage, positioning, and information output for the in-vehicle infotainment system.

[0032] The instrument cluster receives and displays navigation and audio entertainment information transmitted from the vehicle's infotainment system in real time, reducing driver distraction and improving driving safety. Navigation information primarily includes a simplified map rendering and road information such as distance, travel time, turn signs, and speed limits. Audio entertainment mainly consists of radio, online music, and internet radio.

[0033] TBOX typically contains a SIM (Subscriber Identity Module) card, along with a GPS (Global Positioning System) antenna and a 4G antenna. Its main function is to provide the vehicle's infotainment system with 4G network communication, and it can also assist the vehicle in positioning via GPS.

[0034] The sensors include sound sensors, vision sensors, and accelerator pedal sensors. Sound sensors collect the driver's voice and transmit the signal to a VR (Virtual Reality) backend server for recognition, enabling vehicle voice control. Vision sensors capture real-time road images and combine them with map navigation to provide AR (Augmented Reality) navigation and other services. The accelerator pedal sensor monitors changes in the accelerator pedal's position. It senses the pedal's depth through a sliding resistor, converts the measured resistance value into a voltage signal, and transmits it to the electronic control unit (ECU) and the vehicle's infotainment system. The ECU uses this signal to control the accelerator opening, and the infotainment system calculates the accelerator change rate based on the received pedal depth and frequency.

[0035] The operating system is used to connect the hardware layer and the application layer, allocate hardware resources and provide frameworks for application layer development and adaptation. Currently, the commonly used operating systems for in-vehicle systems are mainly Win CE (Windows Embedded Compact), QNX (Quick UNIX, microkernel), Linux open source operating system and Android operating system. Most mainstream models usually use Android and Linux frameworks.

[0036] Optionally, the on-board equipment hardware also includes an OBD (On-Board Diagnostics) box. The OBD box is used for remote vehicle control and real-time vehicle status monitoring.

[0037] Remote vehicle control involves connecting the vehicle's infotainment system to the vehicle's electronic systems. The owner can then transmit commands to the infotainment system via a mobile device such as a smartphone. The infotainment system then processes these commands via the CAN (Controller Area Network) bus to control the vehicle, such as starting the engine, activating the air conditioning, and opening / closing doors and windows. Real-time vehicle monitoring primarily involves using an OBD box to read vehicle status information and transmit it to the owner's smartphone, allowing them to monitor their vehicle's status in real time.

[0038] The following section will describe in detail the method for controlling vehicle torque proposed in the embodiments of this application, using an on-board device as the specific implementing entity.

[0039] like Figure 1 As shown, in an exemplary embodiment, the method for controlling vehicle torque includes at least steps S110 to S140, which are described in detail below:

[0040] Step S110: Obtain the throttle depth and throttle change rate of the vehicle to be controlled.

[0041] As can be understood, throttle depth is the distance between the current throttle pedal position and the default throttle pedal position of the vehicle being controlled; throttle change rate is the change in throttle travel per second, calculated by dividing the change in throttle travel by time, and is used to measure how quickly the throttle pedal is input. For example, if the user depresses the throttle pedal to 50% of its travel in 0.5 seconds, then the throttle change rate is 100%.

[0042] The onboard equipment monitors the throttle depth and rate of throttle change of the vehicle in real time using a throttle pedal sensor. The throttle pedal sensor senses the depth of the throttle pedal through a sliding resistor, converts the measured resistance value into a voltage signal, and transmits it to the vehicle's infotainment system and electronic control unit (ECU). The ECU controls the throttle opening based on the voltage signal, and the infotainment system calculates the rate of throttle change based on the received throttle pedal depth and time. In this way, since throttle depth and rate of throttle change directly reflect the driver's current driving needs, real-time monitoring of these parameters allows for a quick understanding of the driver's current requirements, enabling the rapid identification of corresponding torque correction coefficients and torque change rate correction coefficients, and thus targeted control of the vehicle's torque.

[0043] Step S120: Determine the torque correction coefficient and torque change rate correction coefficient based on the throttle depth and throttle change rate.

[0044] The purpose of determining the torque correction coefficient is to make real-time corrections to the initial torque demand of the vehicle under control. The purpose of determining the torque change rate correction coefficient is to make real-time corrections to the initial torque change rate of the target torque demand. In this way, by determining both the torque correction coefficient and the torque change rate correction coefficient, the level of user demand can be judged in real time, and the appropriate torque demanded by the driver can be calculated accordingly. This avoids the sudden power surges caused by the user manually switching driving modes, thus improving the driving experience.

[0045] For example, the corresponding torque correction coefficient can be retrieved from a pre-set torque correction coefficient table, and the corresponding torque change rate correction coefficient can be retrieved from a pre-set torque change rate correction coefficient table. The torque correction coefficient table and the torque change rate correction coefficient table can be stored in the local database of the in-vehicle device, and the lookup operation can be performed by the vehicle's infotainment system. Alternatively, the torque correction coefficient table and the torque change rate correction coefficient table can be stored in a cloud server, and the vehicle's infotainment system can interact with the cloud server via a preset communication method, such as wireless network communication or Bluetooth communication. The vehicle's infotainment system sends the monitored throttle depth and throttle change rate to the cloud server. The cloud server performs a lookup operation based on the received throttle depth and throttle change rate, and then feeds back the retrieved torque correction coefficient and torque change rate correction coefficient to the in-vehicle device.

[0046] Step S130: Obtain the target required torque of the vehicle to be controlled based on the torque correction coefficient, and obtain the target required torque change rate of the vehicle to be controlled based on the torque change rate correction coefficient.

[0047] It is important to understand that the vehicle under control has multiple driving modes, such as Eco mode and Sport mode. Therefore, the target torque demand of the vehicle under control includes the target torque demand under different driving modes, for example: target torque demand in Eco mode and target torque demand in Sport mode; the target torque demand change rate includes the target torque demand change rate under different driving modes, for example: target torque demand change rate in Eco mode and target torque demand change rate in Sport mode; the torque correction coefficient includes the torque correction coefficient under different driving modes, for example: torque correction coefficient in Eco mode and torque correction coefficient in Sport mode; and the torque change rate correction coefficient includes the torque change rate correction coefficient under different driving modes, for example: torque change rate correction coefficient in Eco mode and torque change rate correction coefficient in Sport mode.

[0048] The Sport mode primarily increases the torque demanded by the driver by increasing the power of the engine or drive motor, and enhances the vehicle's power performance by increasing the rate of change of the driver's torque demand. The Eco mode primarily limits the torque demanded by the driver by appropriately reducing the power of the engine or drive motor, thereby achieving economical driving.

[0049] In this embodiment, different algorithms are executed by the vehicle's infotainment system in different driving modes to calculate the target torque and the rate of change of the target torque for the vehicle to be controlled. Calculating the target torque and the rate of change of the target torque under different driving modes using different algorithms facilitates the determination of the actual torque requirement that better meets the user's driving needs, thereby satisfying the user's power and fuel economy requirements in the same driving mode and ultimately improving the user's driving experience.

[0050] For example, in the economic model, by calculating T Target =T ECO +(T Sport -T ECO )*λ ECO To obtain the target torque demand of the economic model; where T Target For the target torque requirement, T ECO For the initial torque required in the economic model, T Sport λ is the initial torque required for the sport mode. ECO This is the torque correction coefficient for the economic mode.

[0051] For example, in motion mode, by calculating T Target =T Sport +(T Sport -T ECO )*λ Sport To obtain the target torque demand of the economic model; where T Target For the target torque requirement, T ECO For the initial torque required in Sport mode, T Sport λ is the initial torque required for the sport mode. Sport This is the torque correction factor for the sport mode.

[0052] For example, in the economic model, by calculating K Target =K ECO +(K Sport -K ECO )*η ECO Obtain the rate of change of the target torque demand in the economic model; where K Target K represents the rate of change of the target required torque. ECO K represents the rate of change of torque demand in the initial economic model. Sport η is the rate of change of the initial required torque in the motion mode. ECOThis is a correction coefficient for the rate of torque change in the economic mode.

[0053] For example, in motion mode, by calculating K Target =K Sport +(K Sport -K ECO )*η Sport Obtain the rate of change of the target torque demand in the motion mode; where K Target K represents the rate of change of the target required torque. ECO K represents the rate of change of torque demand in the initial economic model. Sport η is the rate of change of the initial required torque in the motion mode. Sport This is a correction factor for the rate of torque change in motion mode.

[0054] Step S140: Determine the current actual torque demand of the vehicle to be controlled based on the target torque demand and the rate of change of the target torque demand.

[0055] It is understandable that the current actual torque required by the vehicle to be controlled is the real-time torque that can meet the user's driving needs at the current moment. Here, "current moment" refers to the moment when the user presses the accelerator pedal to reach the accelerator depth in step S110. After determining the current actual torque required by the vehicle to be controlled, the engine or drive motor of the vehicle to be controlled is controlled according to the current actual torque required.

[0056] In this embodiment of the application, after obtaining the target required torque and the rate of change of the target required torque, it is necessary to read the most recent historical actual required torque from historical data. This is done by calculating T... (t) =T (t-1) +(T Target -T (t-1) )*K Target Obtain the current actual torque requirement. Where t is the current time, and T is... (t) T represents the actual torque required at the current moment. (t-1) T is the torque based on the most recent historical actual demand at the current moment. Target For the target torque requirement, K Target This represents the rate of change of the target torque demand. By using the most recent historical actual torque demand as a reference value, the calculated current actual torque demand can be more in line with the user's driving habits, thereby improving the driving experience.

[0057] In some implementations, determining the torque correction coefficient and torque change rate correction coefficient based on throttle depth and throttle change rate includes: acquiring the current driving mode of the vehicle to be controlled; when the throttle depth is greater than or equal to a preset threshold, acquiring a torque correction coefficient table and a torque change rate correction coefficient table corresponding to the current driving mode; performing a lookup operation in the torque correction coefficient table corresponding to the current driving mode based on the throttle depth and throttle change rate to obtain the torque correction coefficient; and performing a lookup operation in the torque change rate correction coefficient table corresponding to the current driving mode based on the throttle depth and throttle change rate to obtain the torque change rate correction coefficient. The current driving mode of the vehicle to be controlled includes sport mode or economy mode, etc.

[0058] The purpose of setting a preset threshold is to improve the flexibility of controlling vehicle torque. Only when the throttle depth is greater than or equal to the preset threshold will the corresponding correction coefficient be obtained to calculate the target torque and the rate of change of the target torque. This makes it easier to flexibly control torque changes according to the user's current driving needs, thereby achieving the power and economy needs in the same driving mode.

[0059] For example, if the throttle depth is less than a preset threshold, it is assumed that the user does not have a large actual torque demand, and the engine or drive motor in the current driving mode can meet the user's current driving needs. Therefore, it is not necessary to recalculate the current actual torque demand.

[0060] For example, if the throttle depth is greater than or equal to a preset threshold, it is assumed that the user has a significant actual torque demand. After obtaining the throttle depth and throttle change rate, and assuming the current driving mode is Eco mode, a lookup operation is performed from the corresponding torque correction coefficient table and torque change rate correction coefficient table to obtain the corresponding Eco mode torque correction coefficient and Eco mode torque change rate correction coefficient. Then, the target demand torque and target demand torque change rate are calculated, and the current actual torque demand is calculated based on the target demand torque and target demand torque change rate.

[0061] As shown in Table 1, Table 1 is an example table of torque correction coefficients corresponding to an economic mode provided in the embodiments of this application.

[0062]

[0063] Table 1

[0064] In Table 1, the throttle depth is represented by AccP, and the throttle change rate is t. The throttle change rate is the ratio between the change in throttle depth and the interval time, where the interval time is the time it takes for the throttle depth to change from value 1 to value 2. When the current driving mode is Eco mode, a larger throttle depth and a smaller throttle change rate result in a larger Eco mode torque correction coefficient; conversely, a smaller throttle depth and a larger throttle change rate result in a smaller Eco mode torque correction coefficient. The Eco mode torque correction coefficient ranges from [0,1]. Table 1 shows the Eco mode torque correction coefficient λ when the throttle depth is AccP1 and the throttle change rate is t1. ECO11 When the throttle depth is AccP2 and the throttle change rate is t2, the corresponding torque correction coefficient for the economy mode is λ. ECO22 i represents the quantity of throttle depth, and j represents the quantity of throttle change rate.

[0065] As shown in Table 2, Table 2 is an example table of torque change rate correction coefficients corresponding to an economic mode provided in the embodiments of this application.

[0066]

[0067] Table 2

[0068] In Table 2, the throttle depth is represented by AccP, and the throttle change rate is t. The throttle change rate is the ratio between the change in throttle depth and the interval time, where the interval time is the time it takes for the throttle depth to change from value 1 to value 2. When the current driving mode is Eco mode, a larger throttle depth and a smaller throttle change rate result in a larger Eco mode torque change rate correction coefficient; conversely, a smaller throttle depth and a larger throttle change rate result in a smaller Eco mode torque change rate correction coefficient. The Eco mode torque correction coefficient ranges from [0,1]. Table 2 shows the Eco mode torque change rate correction coefficient η when the throttle depth is AccP1 and the throttle change rate is t1. ECO11 When the throttle depth is AccP2 and the throttle change rate is t2, the corresponding torque change rate correction factor in the economy mode is η. ECO22 i represents the quantity of throttle depth, and j represents the quantity of throttle change rate.

[0069] For example, if the throttle depth is greater than or equal to a preset threshold, it is assumed that the user has a significant actual torque demand. After obtaining the throttle depth and throttle change rate, and assuming the current driving mode is Sport mode, a lookup operation is performed from the torque correction coefficient table and torque change rate correction coefficient table corresponding to Sport mode to obtain the corresponding Sport mode torque correction coefficient and Sport mode torque change rate correction coefficient. Then, the target demand torque and target demand torque change rate are calculated, and the current actual torque demand is calculated based on the target demand torque and target demand torque change rate.

[0070] As shown in Table 3, Table 3 is an example table of torque correction coefficients corresponding to a motion mode provided in the embodiments of this application.

[0071]

[0072] Table 3

[0073] For example, in Table 3, the throttle depth is AccP, the throttle change rate is t, the throttle change rate is the ratio between the change in throttle depth and the interval time, and the interval time is the time it takes for the throttle depth to change from value 1 to value 2. When the current driving mode is Eco mode, the greater the throttle depth and the smaller the throttle change rate, the greater the corresponding Eco mode torque correction coefficient; conversely, the smaller the throttle depth and the greater the throttle change rate, the smaller the corresponding Eco mode torque correction coefficient. The Eco mode torque correction coefficient ranges from [-1, 0]. Table 3 shows the corresponding Sport mode torque correction coefficient λ when the throttle depth is AccP1 and the throttle change rate is t1. Sport11 When the throttle depth is AccP2 and the throttle change rate is t2, the corresponding torque correction coefficient λ for the driving mode is... Sport22 i represents the quantity of throttle depth, and j represents the quantity of throttle change rate.

[0074] As shown in Table 4, Table 4 is an example table of torque change rate correction coefficients corresponding to a motion mode provided in the embodiments of this application.

[0075]

[0076]

[0077] Table 4

[0078] In Table 4, the throttle depth is represented by AccP, and the throttle change rate is t. The throttle change rate is the ratio between the change in throttle depth and the interval time, where the interval time is the time it takes for the throttle depth to change from value 1 to value 2. When the current driving mode is Eco mode, a larger throttle depth and a smaller throttle change rate result in a larger corresponding Eco mode torque change rate correction coefficient; conversely, a smaller throttle depth and a larger throttle change rate result in a smaller corresponding Eco mode torque change rate correction coefficient. The Eco mode torque correction coefficient ranges from -1 to 0. In Table 4, when the throttle depth is AccP1 and the throttle change rate is t1, the corresponding Eco mode torque change rate correction coefficient is η. Sport11 When the throttle depth is AccP2 and the throttle change rate is t2, the corresponding torque change rate correction factor in the economy mode is η. Sport22 i represents the quantity of throttle depth, and j represents the quantity of throttle change rate.

[0079] In some implementations, obtaining the target required torque of the vehicle to be controlled based on the torque correction factor includes: obtaining the initial required torque of the vehicle to be controlled; adjusting the initial required torque based on the torque correction factor to obtain the target required torque of the vehicle to be controlled.

[0080] Furthermore, obtaining the initial torque requirement of the vehicle to be controlled includes: determining the initial torque requirement of the vehicle to be controlled based on the throttle depth.

[0081] For example, the electronic control unit in the vehicle equipment includes an ignition control curve, which converts the monitored throttle depth into the corresponding initial torque demand. This initial torque demand includes the initial torque demand for economy mode and the initial torque demand for sport mode.

[0082] In some implementations, the initial required torque includes both the initial required torque for economy mode and the initial required torque for sport mode. Adjusting the initial required torque according to a torque correction coefficient to obtain the target required torque for the vehicle to be controlled includes: when the current driving mode is economy mode and the throttle depth is greater than or equal to a preset threshold, adjusting the initial required torque for economy mode according to the torque correction coefficient to obtain the target required torque; or, when the current driving mode is sport mode and the throttle depth is greater than or equal to a preset threshold, adjusting the initial required torque for sport mode according to the torque correction coefficient to obtain the target required torque. In this way, calculating the target required torque using different algorithms in different driving modes facilitates the determination of the current actual required torque that better meets the user's driving needs, thereby satisfying the user's power and economy needs in the same driving mode and improving the user's driving experience.

[0083] For example, in economy mode, adjusting the initial required torque according to the torque correction factor to obtain the target required torque of the vehicle to be controlled includes: calculating T Target =T ECO +(T Sport -T ECO )*λ ECO To obtain the target torque demand of the economic model; where T Target For the target torque requirement, T ECO For the initial torque required in the economic model, T Sport λ is the initial torque required for the sport mode. ECO This is the torque correction coefficient for the economic mode.

[0084] For example, in Sport mode, adjusting the initial required torque according to a torque correction factor to obtain the target required torque for the vehicle to be controlled includes: calculating T Target =T Sport +(T Sport -T ECO )*λ Sport To obtain the target torque required for the sport mode; where T Target For the target torque requirement, T ECO For the initial torque required in the economic model, T Sport λ is the initial torque required for the sport mode. Sport This is the torque correction factor for the sport mode.

[0085] In some implementations, obtaining the target torque change rate of the vehicle to be controlled based on a torque change rate correction coefficient includes: obtaining the initial torque change rate of the target torque; and adjusting the initial torque change rate according to the torque change rate correction coefficient to obtain the target torque change rate. The initial torque change rate includes the initial torque change rate in economy mode and the initial torque change rate in sport mode.

[0086] In this embodiment, the initial torque change rate corresponding to the target required torque can be found by searching a preset database; the preset database stores the correspondence between the target required torque and the initial torque change rate. Alternatively, the historical torque closest to the target required torque can be found from historical data, and the initial torque change rate of the historical torque can be determined as the initial torque change rate of the target required torque. In this way, by searching the database or historical data, the corresponding initial torque change rate can be found quickly and conveniently, thereby improving efficiency.

[0087] In some implementations, the initial torque change rate includes both the initial torque change rate in economy mode and the initial torque change rate in sport mode. Adjusting the initial torque change rate according to a torque change rate correction coefficient to obtain the target torque change rate includes: when the current driving mode is economy mode and the throttle depth is greater than or equal to a preset threshold, adjusting the initial torque change rate in economy mode according to the torque change rate correction coefficient to obtain the target torque change rate; or, when the current driving mode is sport mode and the throttle depth is greater than or equal to a preset threshold, adjusting the initial torque change rate in sport mode according to the torque change rate correction coefficient to obtain the target torque change rate. This allows for the calculation of the target torque change rate using different algorithms in different driving modes, facilitating targeted adjustments to the target torque and thus meeting the user's power and fuel economy needs in the same driving mode, thereby improving the user's driving experience.

[0088] For example, in the economic model, by calculating K Target =K ECO +(K Sport -K ECO )*η ECO Obtain the rate of change of the target torque demand in the economic model; where K Target K represents the rate of change of the target required torque. ECO K represents the rate of change of torque demand in the initial economic model. Sport η is the rate of change of the initial required torque in the motion mode. ECO This is a correction coefficient for the rate of torque change in the economic mode.

[0089] For example, in motion mode, by calculating K Target =K Sport +(K Sport -K ECO )*η Sport Obtain the rate of change of the target torque demand in the motion mode; where K Target K represents the rate of change of the target required torque. ECO K represents the rate of change of torque demand in the initial economic model. Sport η is the rate of change of the initial required torque in the motion mode. Sport This is a correction factor for the rate of torque change in motion mode.

[0090] In some implementations, determining the current actual torque demand of the vehicle to be controlled based on the target torque demand and the rate of change of the target torque demand includes: obtaining the historical actual torque demand of the vehicle to be controlled; adjusting the historical actual torque demand based on the target torque demand and the rate of change of the target torque demand to obtain the current actual torque demand.

[0091] It is understandable that the current actual torque demand of the vehicle to be controlled is the real-time torque that can meet the user's driving needs at the current moment. Here, "current moment" refers to the moment when the user presses the accelerator pedal to reach the accelerator depth in step S110. "Historical actual torque demand" refers to the most recent historical actual torque demand at the current moment.

[0092] For example, by calculating T (t) =T (t-1) +(T Target -T (t-1) )*K Target Obtain the current actual torque requirement. Where t is the current time, and T is... (t) T represents the actual torque required at the current moment. (t-1) T is the torque based on the most recent historical actual demand at the current moment. Target For the target torque requirement, K Target This represents the rate of change of the target torque demand. By using the most recent historical actual torque demand as a reference value, the calculated current actual torque demand can be more accurate and better match the user's driving habits, thereby improving the driving experience.

[0093] Please see Figure 2 , Figure 2 Step S120 is the process of determining the torque correction coefficient and the torque change rate correction coefficient based on the throttle depth and the throttle change rate, including steps S1201 to S1203, which are described in detail below:

[0094] Step S1201: Obtain the current driving mode of the vehicle to be controlled.

[0095] Step S1202: When the throttle depth is greater than or equal to a preset threshold, obtain the torque correction coefficient table and torque change rate correction coefficient table corresponding to the current driving mode.

[0096] Step S1203: Based on the throttle depth and throttle change rate, perform a lookup operation in the torque correction coefficient table corresponding to the current driving mode to obtain the torque correction coefficient; and based on the throttle depth and throttle change rate, perform a lookup operation in the torque change rate correction coefficient table corresponding to the current driving mode to obtain the torque change rate correction coefficient.

[0097] As described above, in this embodiment, multiple throttle depths and throttle change rates under different driving modes can be collected, and the collected data can be stored in different coefficient tables according to different driving modes. By looking up the tables, the corresponding coefficients for different current driving modes can be found quickly and conveniently, thereby improving control efficiency and enhancing the user's driving experience.

[0098] Figure 3Step S130 is the process of obtaining the target torque requirement of the vehicle to be controlled based on the torque correction coefficient. It may include steps S1301 to S1305, which are described in detail below:

[0099] Step S1301: Obtain the initial torque requirement of the vehicle to be controlled; the initial torque requirement includes the initial torque requirement for economy mode and the initial torque requirement for sport mode. Then, proceed to step S1302.

[0100] Step S1302: Determine whether the throttle depth is greater than or equal to a preset threshold; if the throttle depth is greater than or equal to the preset threshold, execute step S1303 or step S1304; and / or, if the throttle depth is less than the preset threshold, execute step S1305.

[0101] Step S1303: With the current driving mode set to Eco mode, adjust the initial torque requirement of Eco mode according to the torque correction coefficient to obtain the target torque requirement. Then proceed to step S1305.

[0102] Step S1304: With the current driving mode set to Sport mode, adjust the initial torque requirement of Sport mode according to the torque correction coefficient to obtain the target torque requirement. Then proceed to step S1305.

[0103] Step S1305, End.

[0104] In this embodiment, if the throttle depth is greater than or equal to a preset threshold, it is considered that the user has a significant actual torque demand. By determining the current driving mode of the vehicle to be controlled, different calculation methods are selected for different driving modes to adjust the corresponding initial torque demand, thereby obtaining the corresponding target torque demand. If the throttle depth is less than the preset threshold, it is considered that the user does not have a significant actual torque demand, and the engine or drive motor capability in the current driving mode can meet the user's current driving needs, so there is no need to recalculate the current actual torque demand.

[0105] Figure 4 Step S130, which involves obtaining the target torque change rate of the vehicle to be controlled based on the torque change rate correction coefficient, may include steps S1401 to S1405, as detailed below:

[0106] Step S1401: Obtain the initial torque change rate of the target required torque; the initial torque change rate includes the initial torque change rate in economy mode and the initial torque change rate in sport mode. Then execute step S1402.

[0107] Step S1402: Determine whether the throttle depth is greater than or equal to a preset threshold; if the throttle depth is greater than or equal to the preset threshold, execute step S1403 or step S1404; and / or, if the throttle depth is less than the preset threshold, execute step S1405.

[0108] Step S1403: With the current driving mode set to Eco mode, adjust the initial torque change rate of Eco mode according to the torque change rate correction coefficient to obtain the target required torque change rate. Then proceed to step S1405.

[0109] Step S1404: With the current driving mode set to Eco mode, adjust the initial torque change rate of Sport mode according to the torque change rate correction coefficient to obtain the target required torque change rate. Then proceed to step S1405.

[0110] Step S1405, End.

[0111] In this embodiment, when the throttle depth is greater than or equal to a preset threshold, the current driving mode of the vehicle to be controlled is determined, and different calculation methods are selected for different driving modes to adjust the corresponding initial torque change rate, thereby obtaining the corresponding target torque change rate. This facilitates targeted adjustment of the target torque, thereby meeting the user's power and fuel economy needs in the same driving mode, and ultimately improving the user's driving experience.

[0112] Combination Figure 5 As shown, another exemplary embodiment of this application also provides an apparatus for controlling vehicle torque, the apparatus comprising: a first acquisition module 510, a first determination module 520, a second acquisition module 530, and a second determination module 540. The first acquisition module 510 is configured to acquire the throttle depth and throttle change rate of the vehicle to be controlled; the first determination module 520 is configured to determine a torque correction coefficient and a torque change rate correction coefficient based on the throttle depth and throttle change rate; the second acquisition module 530 is configured to acquire the target required torque of the vehicle to be controlled based on the torque correction coefficient, and acquire the target required torque change rate of the vehicle to be controlled based on the torque change rate correction coefficient; the second determination module 540 is configured to determine the current actual required torque of the vehicle to be controlled based on the target required torque and the target required torque change rate.

[0113] Furthermore, the first determining module 520 is configured to determine the torque correction coefficient and the torque change rate correction coefficient based on the throttle depth and the throttle change rate in the following manner: obtaining the current driving mode of the vehicle to be controlled; when the throttle depth is greater than or equal to a preset threshold, obtaining the torque correction coefficient table and the torque change rate correction coefficient table corresponding to the current driving mode; performing a lookup operation in the torque correction coefficient table corresponding to the current driving mode based on the throttle depth and the throttle change rate to obtain the torque correction coefficient; and performing a lookup operation in the torque change rate correction coefficient table corresponding to the current driving mode based on the throttle depth and the throttle change rate to obtain the torque change rate correction coefficient.

[0114] Furthermore, the second acquisition module 530 is configured to acquire the target required torque of the vehicle to be controlled based on the torque correction coefficient in the following manner: acquiring the initial required torque of the vehicle to be controlled; adjusting the initial required torque based on the torque correction coefficient to obtain the target required torque of the vehicle to be controlled.

[0115] Furthermore, the initial required torque includes the initial required torque for economy mode and the initial required torque for sport mode; the second acquisition module 530 is configured to adjust the initial required torque according to the torque correction coefficient to obtain the target required torque of the vehicle to be controlled in the following ways: when the current driving mode is economy mode and the throttle depth is greater than or equal to a preset threshold, the initial required torque for economy mode is adjusted according to the torque correction coefficient to obtain the target required torque; or, when the current driving mode is sport mode and the throttle depth is greater than or equal to a preset threshold, the initial required torque for sport mode is adjusted according to the torque correction coefficient to obtain the target required torque.

[0116] Furthermore, the first determining module 520 is configured to obtain the target required torque change rate of the vehicle to be controlled by means of the torque change rate correction coefficient in the following manner: obtaining the initial torque change rate of the target required torque; adjusting the initial torque change rate according to the torque change rate correction coefficient to obtain the target required torque change rate.

[0117] Furthermore, the initial torque change rate includes the initial torque change rate in economy mode and the initial torque change rate in sport mode; the second acquisition module 530 is configured to adjust the initial torque change rate according to the torque change rate correction coefficient in the following ways to obtain the target required torque change rate: when the current driving mode is economy mode and the throttle depth is greater than or equal to a preset threshold, the initial torque change rate of the economy mode is adjusted according to the torque change rate correction coefficient to obtain the target required torque change rate; or, when the current driving mode is sport mode and the throttle depth is greater than or equal to a preset threshold, the initial torque change rate of the sport mode is adjusted according to the torque change rate correction coefficient to obtain the target required torque change rate.

[0118] Furthermore, the second determining module 540 is configured to determine the current actual demand torque of the vehicle to be controlled based on the target demand torque and the rate of change of the target demand torque by: acquiring the historical actual demand torque of the vehicle to be controlled; and adjusting the historical actual demand torque based on the target demand torque and the rate of change of the target demand torque to obtain the current actual demand torque.

[0119] It should be noted that the device for controlling vehicle torque provided in the above embodiments and the method for controlling vehicle torque provided in the above embodiments belong to the same concept. The specific ways in which each module and unit performs its operation have been described in detail in the method embodiments, and will not be repeated here. In practical applications, the device for controlling vehicle torque provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above, and this is not a limitation here.

[0120] Embodiments of this application also provide an electronic device, including: one or more processors; and a memory for storing one or more programs, which, when executed by the one or more processors, cause the electronic device to implement the methods for controlling vehicle torque provided in the various embodiments described above.

[0121] Another aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the network device traffic control method as described above. This computer-readable storage medium may be included in the electronic device described in the above embodiments, or it may exist independently and not assembled into the electronic device.

[0122] It should be noted that the computer-readable storage medium shown in the embodiments of this application may include, but is not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. The computer program contained on the computer-readable storage medium can be transmitted using any suitable medium, including but not limited to: wireless, wired, etc., or any suitable combination thereof.

[0123] The above description is merely a preferred exemplary embodiment of this application and is not intended to limit the implementation of this application. Those skilled in the art can easily make corresponding modifications or alterations based on the main concept and spirit of this application. Therefore, the scope of protection of this application should be determined by the scope of protection claimed in the claims.

Claims

1. A method for controlling vehicle torque, characterized in that, include: Obtain the throttle depth and throttle change rate of the vehicle to be controlled; The torque correction coefficient and the torque change rate correction coefficient are determined based on the throttle depth and the throttle change rate. The target required torque of the vehicle to be controlled is obtained according to the torque correction coefficient, and the rate of change of the target required torque of the vehicle to be controlled is obtained according to the torque change rate correction coefficient. The current actual torque demand of the vehicle to be controlled is determined based on the target torque demand and the rate of change of the target torque demand. Determining the torque correction coefficient and the torque change rate correction coefficient based on the throttle depth and the throttle change rate includes: Obtain the current driving mode of the vehicle to be controlled; When the throttle depth is greater than or equal to a preset threshold, obtain the torque correction coefficient table and torque change rate correction coefficient table corresponding to the current driving mode; The torque correction coefficient is obtained by looking up the torque correction coefficient table corresponding to the current driving mode based on the throttle depth and the throttle change rate; and the torque change rate correction coefficient is obtained by looking up the torque change rate correction coefficient table corresponding to the current driving mode based on the throttle depth and the throttle change rate. Obtaining the target torque requirement of the vehicle to be controlled based on the torque correction coefficient includes: Obtain the initial required torque of the vehicle to be controlled; The initial required torque is adjusted according to the torque correction coefficient to obtain the target required torque of the vehicle to be controlled.

2. The method according to claim 1, characterized in that, The initial torque requirement includes the initial torque requirement for economy mode and the initial torque requirement for sport mode; adjusting the initial torque requirement according to the torque correction coefficient to obtain the target torque requirement for the vehicle to be controlled includes: When the current driving mode is economy mode and the throttle depth is greater than or equal to a preset threshold, the initial torque requirement of the economy mode is adjusted according to the torque correction coefficient to obtain the target torque requirement; or, When the current driving mode is Sport mode and the throttle depth is greater than or equal to a preset threshold, the initial torque requirement of Sport mode is adjusted according to the torque correction coefficient to obtain the target torque requirement.

3. The method according to claim 1, characterized in that, The target torque change rate of the vehicle to be controlled is obtained based on the torque change rate correction coefficient, including: Obtain the initial torque change rate of the target required torque; The initial torque change rate is adjusted according to the torque change rate correction coefficient to obtain the target required torque change rate.

4. The method according to claim 3, characterized in that, The initial torque change rate includes the initial torque change rate in economy mode and the initial torque change rate in sport mode; Adjusting the initial torque change rate according to the torque change rate correction coefficient to obtain the target required torque change rate includes: When the current driving mode is economy mode and the throttle depth is greater than or equal to a preset threshold, the initial torque change rate of the economy mode is adjusted according to the torque change rate correction coefficient to obtain the target required torque change rate. or, When the current driving mode is Sport mode and the throttle depth is greater than or equal to a preset threshold, the initial torque change rate of the Sport mode is adjusted according to the torque change rate correction coefficient to obtain the target required torque change rate.

5. The method according to claim 1, characterized in that, Determining the current actual torque demand of the vehicle to be controlled based on the target torque demand and the rate of change of the target torque demand includes: Obtain the historical actual torque demand of the vehicle to be controlled; The historical actual torque demand is adjusted based on the target torque demand and the rate of change of the target torque demand to obtain the current actual torque demand.

6. A device for controlling vehicle torque, characterized in that, include: The first acquisition module is configured to acquire the throttle depth and throttle change rate of the vehicle to be controlled; The first determining module is configured to determine the torque correction coefficient and the torque change rate correction coefficient based on the throttle depth and the throttle change rate. The second acquisition module is configured to acquire the target required torque of the vehicle to be controlled based on the torque correction coefficient, and to acquire the target required torque change rate of the vehicle to be controlled based on the torque change rate correction coefficient. The second determining module is configured to determine the current actual torque demand of the vehicle to be controlled based on the target torque demand and the rate of change of the target torque demand. The first determining module is configured to determine the torque correction coefficient and the torque change rate correction coefficient based on the throttle depth and the throttle change rate in the following manner: obtaining the current driving mode of the vehicle to be controlled; and, if the throttle depth is greater than or equal to a preset threshold, obtaining the torque correction coefficient table and the torque change rate correction coefficient table corresponding to the current driving mode. The torque correction coefficient is obtained by looking up the torque correction coefficient table corresponding to the current driving mode based on the throttle depth and throttle change rate. The torque change rate correction coefficient is obtained by looking up the torque change rate correction coefficient in the table corresponding to the current driving mode based on the throttle depth and throttle change rate. The second acquisition module is configured to acquire the target required torque of the vehicle to be controlled based on the torque correction coefficient in the following manner: acquiring the initial required torque of the vehicle to be controlled; adjusting the initial required torque based on the torque correction coefficient to obtain the target required torque of the vehicle to be controlled.

7. An electronic device, characterized in that, include: One or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, cause the electronic device to implement the method for controlling vehicle torque as described in any one of claims 1 to 5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method for controlling vehicle torque as described in any one of claims 1 to 5.

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