Vehicle torque control method and device, computer device and readable storage medium

Abstract

Embodiments of the present application provide a vehicle torque control method, device, computer equipment and readable storage medium, belonging to the vehicle control technical field. The vehicle torque control method comprises: recording the current running time under the condition that the vehicle is in the condition of sudden acceleration, determining the sudden acceleration vehicle torque based on the vehicle information and the preset speed change rate-first basic torque corresponding relationship, as the target vehicle torque, wherein the vehicle information comprises the motor speed and the vehicle torque demand determined based on the accelerator pedal opening degree of the vehicle. In the case where the current running time meets the first preset time, the anti-impact vehicle torque is determined and output based on the vehicle information, the preset speed-buffer torque factor corresponding relationship and the preset torque demand-second basic torque corresponding relationship, as the target vehicle torque. In the case where the current running time meets the second preset time, the vehicle torque demand is taken as the target vehicle torque. The driving comfort is effectively improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more specifically to a vehicle torque control method, device, computer equipment, and readable storage medium. Background Technology

[0002] With the development of science and technology, people have increasingly higher requirements for vehicle drivability. Vehicle drivability is mainly reflected in the driving experience experienced by the driver and passengers, including handling, comfort, power, and smoothness. A good driving experience provides a pleasant ride. In the technical field, taking electric sanitation vehicles as an example, good drivability means that the vehicle's driving torque demand responds promptly to the driver's accelerator pedal without excessive acceleration shock, and that the vehicle responds promptly to deceleration by releasing the accelerator or braking without significant deceleration jerkiness.

[0003] For handling vehicle drive torque considering drivability, a common approach is to calculate the rate of change of the vehicle drive torque demand during different accelerations and decelerations, taking into account factors such as the accelerator pedal, brake pedal, and motor speed. Based on different operating conditions, different rate of change outputs are selected through arbitration, and the vehicle drive torque demand is smoothed through rate-of-change torque filtering. This avoids unpleasant driving experiences caused by sudden torque abrupt changes during rapid acceleration or deceleration, thus improving ride comfort. While this method effectively smooths the drive torque, it requires calibration of the rate-of-change constant for instantaneous acceleration and deceleration, a process difficult to objectively control. If the filter constant is too small, torque smoothing is insufficient, resulting in significant acceleration and deceleration shocks; if the filter constant is too large, torque response lag occurs, potentially leading to situations where the accelerator pedal is not fully engaged. Therefore, improving vehicle acceleration power response while reducing acceleration shocks caused by excessive acceleration, and ultimately enhancing vehicle drivability, is a pressing issue that needs to be addressed. Summary of the Invention

[0004] To address the aforementioned shortcomings in the prior art, the purpose of this invention is to provide a vehicle torque control method, apparatus, computer device, and readable storage medium.

[0005] To achieve the above objectives, a first aspect of the present invention provides a vehicle torque control method, comprising:

[0006] Record the current running time when the vehicle is under rapid acceleration.

[0007] The vehicle torque for rapid acceleration is determined based on the vehicle information and the preset correspondence between the rate of change of speed and the first basic torque, and is used as the target vehicle torque. The vehicle information includes the motor speed and the vehicle torque requirement determined based on the accelerator pedal opening.

[0008] If the current running time meets the first preset time, the anti-impact vehicle torque is determined and output as the target vehicle torque based on the vehicle information, the preset speed-buffer torque factor correspondence, and the preset torque demand-second basic torque correspondence.

[0009] If the current running time meets the second preset time, the vehicle torque requirement will be used as the target vehicle torque.

[0010] In this embodiment of the invention, determining the rapid acceleration torque of the vehicle based on vehicle information and a preset correspondence between the rate of change of rotational speed and the first basic torque includes:

[0011] The rate of change of motor speed is determined based on the change of motor speed within a preset time range;

[0012] The first basic torque is determined based on the rate of change of rotational speed and the correspondence between the rate of change of rotational speed and the first basic torque.

[0013] The sum of the product of the first basic torque and the rate of change of speed and the total vehicle torque requirement is taken as the total vehicle torque for rapid acceleration.

[0014] In this embodiment of the invention, determining the first base torque based on the rate of change of rotational speed and the correspondence between the rate of change of rotational speed and the first base torque includes:

[0015] The initial first base torque is determined based on the rate of change of rotational speed and the correspondence between the rate of change of rotational speed and the first base torque.

[0016] The initial first base torque is obtained by limiting the initial first base torque based on a preset compensation limit threshold.

[0017] In this embodiment of the invention, the anti-impact vehicle torque is determined and output based on vehicle information, a preset speed-buffer torque factor correspondence, and a preset torque demand-second basic torque correspondence, including:

[0018] The buffer torque factor is determined based on the correspondence between motor speed and speed-buffer torque factor.

[0019] The second base torque is determined based on the vehicle torque requirement and the correspondence between torque requirement and the second base torque.

[0020] The sum of the product of the buffer torque factor and the second basic torque and the vehicle torque requirement is used as the anti-impact vehicle torque.

[0021] In this embodiment of the invention, the vehicle torque control method further includes:

[0022] When the vehicle is not under rapid acceleration conditions, the total vehicle torque requirement is taken as the target total vehicle torque.

[0023] In this embodiment of the invention, the vehicle torque control method further includes:

[0024] The first preset time is determined based on the vehicle torque demand and the preset torque demand-preset time correspondence.

[0025] In this embodiment of the invention, the vehicle torque control method further includes:

[0026] Obtain the accelerator pedal opening and throttle change rate of the vehicle;

[0027] When the accelerator pedal opening is within the preset acceleration opening range and the throttle change rate is greater than the preset change rate threshold, the vehicle is determined to be in a rapid acceleration condition.

[0028] A second aspect of the present invention provides a vehicle torque control device, comprising:

[0029] The operating condition determination module is used to record the current running time when the vehicle is under rapid acceleration conditions;

[0030] The rapid acceleration torque determination module is used to determine the rapid acceleration vehicle torque based on the vehicle information and the preset correspondence between the speed change rate and the first basic torque, as the target vehicle torque. The vehicle information includes the motor speed and the vehicle torque requirement determined based on the vehicle's accelerator pedal opening.

[0031] The anti-impact torque determination module is used to determine and output the anti-impact vehicle torque as the target vehicle torque, based on vehicle information, a preset speed-buffer torque factor correspondence, and a preset torque demand-second basic torque correspondence, when the current running time meets the first preset time.

[0032] The torque determination module is used to determine the target vehicle torque when the current running time meets the second preset time.

[0033] A third aspect of the present invention provides a computer device comprising: a memory, a processor, and a program stored in the memory and executable on the processor, the program being configured to implement the steps of the vehicle torque control method as described in the above embodiments.

[0034] A fourth aspect of the present invention provides a machine-readable storage medium storing instructions for causing a machine to perform the steps of the vehicle torque control method as described in the above embodiments.

[0035] Through the above technical solution, when the vehicle is under rapid acceleration, the current running time is recorded. Based on the vehicle information and the preset correspondence between the rate of change of speed and the first basic torque, the rapid acceleration vehicle torque is determined as the target vehicle torque. The vehicle information includes the motor speed and the vehicle torque requirement determined based on the accelerator pedal opening. This achieves rapid vehicle acceleration and optimizes the response speed by improving the torque response speed, addressing issues such as torque lag or accelerator pedal slippage caused by excessively large filter constants in scenarios where the rate of change of torque requirement is filtered. When the current running time meets the first preset time, the anti-impact vehicle torque is determined and output as the target vehicle torque based on the vehicle information, the preset correspondence between the speed and the buffer torque factor, and the preset correspondence between the torque requirement and the second basic torque. This reduces acceleration shock during rapid acceleration and optimizes the response speed by improving the overall driving comfort, addressing issues such as insufficient torque smoothing or large acceleration / deceleration shocks caused by excessively small filter constants in scenarios where the rate of change of torque requirement is filtered. If the current running time meets the second preset time, the vehicle torque demand is taken as the target vehicle torque. After the vehicle stops accelerating rapidly, the vehicle torque demand is output to meet the user's actual expectations and improve the effectiveness of driving control.

[0036] Other features and advantages of the embodiments of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0037] The accompanying drawings are provided to further illustrate embodiments of the present invention and form part of the specification. They are used together with the following detailed description to explain the embodiments of the present invention, but do not constitute a limitation thereof. In the drawings:

[0038] Figure 1 This is a schematic flowchart of a vehicle torque control method according to an embodiment of the present invention. Detailed Implementation

[0039] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0040] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0041] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0042] Figure 1 This is a schematic flowchart of a vehicle torque control method according to an embodiment of the present invention. Figure 1 As shown, in this embodiment of the invention, a vehicle torque control method is provided. Taking the application of this method to a processor as an example, the method may include the following steps:

[0043] Step S100: When the vehicle is under rapid acceleration, record the current running time;

[0044] It should be noted that the instantaneous acceleration and deceleration of a vehicle under rapid acceleration conditions severely tests its drivability. If the vehicle's torque becomes excessively uneven or the torque response lags under rapid acceleration conditions, the driving experience will be affected by the sudden torque changes caused by these conditions. In this embodiment, the vehicle's torque under rapid acceleration conditions is effectively controlled to improve drivability. Specifically, it is first determined whether the vehicle is under rapid acceleration conditions. When the vehicle is under rapid acceleration conditions, the current running time is recorded. The current running time is a continuously accumulating time value, representing the vehicle's running time under rapid acceleration conditions. The current running time begins to accumulate from the moment the vehicle enters the rapid acceleration condition. In one embodiment, the current running time can be timed using a timer. This timer can either accumulate continuously from zero or count down from a preset time value.

[0045] Step S200: Determine the rapid acceleration vehicle torque based on the vehicle information and the preset speed change rate-first basic torque correspondence, as the target vehicle torque. The vehicle information includes the motor speed and the vehicle torque requirement determined based on the vehicle's accelerator pedal opening.

[0046] It should be noted that the vehicle information includes motor speed and vehicle torque demand. The vehicle torque demand corresponds to the accelerator pedal opening and represents the driver's desired vehicle torque. In one embodiment, the vehicle torque demand can also be a torque demand after rate-of-change torque filtering, i.e., the torque demand obtained after applying rate-of-change torque filtering to the torque demand corresponding to the accelerator pedal opening. Here, rate-of-change filtering is a method of limiting the rate of change of the vehicle drive torque calculated based on motor speed and throttle opening by calibrating a filter constant, avoiding driving shock caused by excessive changes in the rate of change of the vehicle drive torque during rapid acceleration or deceleration. The speed change rate-first basic torque correspondence shows a relationship between the speed change rate and the first basic torque, which can be one-to-one, one-to-many, many-to-many, or many-to-one. This correspondence is predetermined based on historical experience or actual application scenarios. During rapid vehicle acceleration, there can be multiple acceleration stages. In the initial stage of rapid acceleration, it is necessary to quickly increase the vehicle speed. At this time, a certain amount of torque compensation can be applied to the vehicle torque demand to obtain the rapid acceleration vehicle torque. Specifically, the rapid acceleration vehicle torque is determined based on vehicle information and a preset relationship between the rate of change of engine speed and the first basic torque. The target vehicle torque is the output vehicle torque, representing the target value of the vehicle torque output. In the initial stage of rapid acceleration, the rapid acceleration vehicle torque is used as the target vehicle torque.

[0047] Step S300: If the current running time meets the first preset time, the anti-impact vehicle torque is determined and output as the target vehicle torque based on the vehicle information, the preset speed-buffer torque factor correspondence, and the preset torque demand-second basic torque correspondence.

[0048] It should be noted that there is a correspondence between speed and buffer torque factor in the speed-buffer torque factor correspondence relationship, and a correspondence between torque demand and second basic torque in the torque demand-second basic torque correspondence relationship. These correspondences can be one-to-one, one-to-many, many-to-many, or many-to-one. Furthermore, these correspondences are predetermined based on historical experience or actual application scenarios. During rapid vehicle acceleration, there are multiple acceleration stages. In the initial stage of rapid acceleration, it is necessary to quickly increase vehicle speed. In the middle and later stages of rapid acceleration, acceleration needs to be controlled to avoid over-acceleration and reduce acceleration shock. At this time, it is necessary to redetermine the torque compensation for the overall vehicle torque demand to obtain the shock-resistant vehicle torque. Specifically, the shock-resistant vehicle torque is determined and output based on vehicle information, the preset speed-buffer torque factor correspondence relationship, and the preset torque demand-second basic torque correspondence relationship. In the middle and later stages of rapid acceleration, the rapid acceleration vehicle torque is used as the target vehicle torque. In this embodiment, the rapid acceleration condition is divided into two stages: the first stage is for the initial stage of emergency acceleration, and the second stage is for the middle and later stages of emergency acceleration. Specifically, the first stage and the second stage are divided by a first preset time. If the current running time has not reached the first preset time, the vehicle is currently in the first stage, i.e., the initial stage of rapid acceleration. When the current running time reaches the first preset time, the vehicle enters the second stage, i.e., the mid-to-late stage of rapid acceleration. Specifically, if the current running time has not met the first preset time, the rapid acceleration torque is used as the target torque; if the current running time meets the first preset time, the anti-impact torque is used as the target torque. It is understood that in one embodiment, the rapid acceleration condition of the vehicle can be further divided into more stages, and the target torque can be determined for each stage to improve the accuracy of torque control. The first preset time is determined based on the actual application scenario of the vehicle and historical practical experience, and can be adaptively adjusted.

[0049] Step S400: If the current running time meets the second preset time, the vehicle torque requirement is taken as the target vehicle torque.

[0050] It should be noted that in this embodiment, the second preset time is used as the condition for the end of the rapid acceleration condition. That is, if the current running time meets the second preset time, the rapid acceleration of the current vehicle is determined to have ended, and torque compensation is no longer performed. The determined vehicle torque requirement is directly used as the target vehicle torque. The second preset time is determined based on the actual application scenario of the vehicle and historical practical experience, and can be adaptively adjusted. It can be understood that the first preset time and the second preset time can be set as continuous time. The second preset time includes the first preset time, that is, the moment when the vehicle enters the rapid acceleration condition. In the initial stage of rapid acceleration, the current running time begins to accumulate. After accumulating to the first preset time, the vehicle enters the middle and late stages of rapid acceleration, until the current running time meets the second preset time, at which point the rapid acceleration is determined to have ended. In one embodiment, both the first and second preset times are controlled by a timer. The timer is preset and countdown begins. When the vehicle enters the rapid acceleration condition, the counter corresponding to the first preset time is started to count down. When the timer corresponding to the first preset time finishes counting down, the counter corresponding to the second preset time is started to count down, thereby realizing the division of different stages of the rapid acceleration condition.

[0051] In one embodiment, after determining the target vehicle torque, the torque of the entire vehicle is limited by combining the status of other components of the vehicle, such as the power battery, drive motor, high and low voltage accessories, and vehicle fault response. The vehicle drive torque requirement is calculated and sent to the motor controller MCU (Microcontroller Unit) via CAN (Controller Area Network) bus, so that the MCU drives the motor to perform PID torque closed-loop control and provides real-time feedback on the actual speed and torque of the motor.

[0052] The above solution records the current running time when the vehicle is under rapid acceleration. Based on vehicle information and a preset correspondence between the rate of change of speed and the first basic torque, it determines the rapid acceleration torque as the target torque. The vehicle information includes motor speed and the torque requirement determined based on the accelerator pedal opening. This achieves rapid vehicle acceleration and optimizes the response speed by addressing issues such as torque response lag or accelerator pedal slippage caused by excessively large filter constants in scenarios where the rate of change of torque is filtered. If the current running time meets the first preset time, it determines and outputs the anti-impact torque as the target torque based on vehicle information, a preset correspondence between the speed and the buffer torque factor, and a preset correspondence between the torque requirement and the second basic torque. This reduces acceleration shock during rapid acceleration and optimizes the response speed by addressing issues such as insufficient torque smoothing or large acceleration / deceleration shocks caused by excessively small filter constants in scenarios where the rate of change of torque is filtered, improving overall driving comfort. If the current running time meets the second preset time, the target torque is the total torque requirement. After the vehicle stops accelerating rapidly, it outputs the torque required by the whole vehicle to meet the actual expectations of the user and improve the effectiveness of driving control.

[0053] In one embodiment, determining the rapid acceleration torque of the vehicle based on vehicle information and a preset correspondence between the rate of change of engine speed and the first basic torque includes:

[0054] The rate of change of motor speed is determined based on the change of motor speed within a preset time range;

[0055] The first basic torque is determined based on the rate of change of rotational speed and the correspondence between the rate of change of rotational speed and the first basic torque.

[0056] The sum of the product of the first basic torque and the rate of change of speed and the total vehicle torque requirement is taken as the total vehicle torque for rapid acceleration.

[0057] In this embodiment, it should be noted that a certain torque compensation is applied to the vehicle's torque demand to obtain the target vehicle torque output during the initial stage of rapid acceleration. This torque compensation value is equal to the product of the first base torque and the speed change rate. The speed change rate refers to the rate of change of motor speed within a preset time range. For example, if the preset time range includes two cycles, the speed change rate is the difference between the motor speed in the current cycle and the motor speed in the previous cycle. The speed change rate-first base torque correspondence includes the speed change rate and the first base torque, and there is a pre-set correspondence between them, which is determined in advance based on historical experience or actual application scenarios.

[0058] It is understandable that during the initial stage of rapid acceleration, acceleration is required. When the rate of change of speed is positive, torque needs to be increased on top of the vehicle's torque demand as torque compensation. To avoid over-acceleration, the larger the rate of change of speed, the smaller the torque compensation should be. If the rate of change of speed is negative, it means the vehicle is decelerating instead of accelerating, such as when climbing a hill. In this case, the corresponding first basic torque must be negative so that it can be multiplied by the rate of change of speed to obtain a positive torque compensation. Furthermore, the larger the absolute value of the rate of change of speed, the greater the vehicle load, and the more torque compensation is needed. Therefore, in this embodiment, the preset principle for this correspondence includes: when the rate of change of speed is positive, it indicates that the speed is increasing, and the corresponding first basic torque is positive. To avoid over-acceleration, the larger the rate of change of speed, the smaller the absolute value of the first basic torque. When the rate of change of speed is negative, it indicates that the speed is decreasing, and the corresponding first basic torque is negative. The larger the absolute value of the rate of change of speed, the larger the absolute value of the first basic torque. After determining the rate of change of speed, the first basic torque can be determined based on this correspondence between the rate of change of speed and the first basic torque. Then, the rate of change of the rotational speed is multiplied by the determined first basic torque and then added to the vehicle torque requirement to obtain the vehicle torque for rapid acceleration.

[0059] In this embodiment, the first basic torque is determined based on the motor speed change rate, and then the vehicle torque for rapid acceleration is determined. This provides torque compensation for the vehicle during the initial stage of rapid acceleration, enabling rapid acceleration and improving the response speed to demand.

[0060] In one embodiment, determining the first base torque based on the rate of change of rotational speed and the correspondence between the rate of change of rotational speed and the first base torque includes:

[0061] The initial first base torque is determined based on the rate of change of rotational speed and the correspondence between the rate of change of rotational speed and the first base torque.

[0062] The initial first base torque is obtained by limiting the initial first base torque based on a preset compensation limit threshold.

[0063] It should be noted that, to avoid excessive acceleration compensation or insufficient torque compensation, this embodiment uses a preset compensation limit threshold for the first base torque to provide protection. The compensation limit threshold can be adaptively adjusted based on the actual application scenario. The compensation limit threshold includes a maximum limit threshold and a minimum limit threshold, restricting the first base torque between the minimum and maximum thresholds. Specifically, the initial first base torque is determined based on the speed change rate and the relationship between the speed change rate and the first base torque. If the initial first base torque is greater than or equal to the minimum limit threshold and less than or equal to the maximum threshold, this initial first base torque is used as the first base torque; if the initial first base torque is less than the minimum limit threshold, this minimum limit threshold is used as the first base torque; and if the initial first base torque is greater than the maximum limit threshold, this maximum limit threshold is used as the first base torque.

[0064] In this embodiment, a preset compensation limit threshold is used to prevent excessive acceleration compensation, thereby limiting and protecting the driver and improving driving safety under rapid acceleration conditions.

[0065] In one embodiment, the anti-impact vehicle torque is determined and output based on vehicle information, a preset speed-buffer torque factor correspondence, and a preset torque demand-second basic torque correspondence, including:

[0066] The buffer torque factor is determined based on the correspondence between motor speed and speed-buffer torque factor.

[0067] The second base torque is determined based on the vehicle torque requirement and the correspondence between torque requirement and the second base torque.

[0068] The sum of the product of the buffer torque factor and the second basic torque and the vehicle torque requirement is used as the anti-impact vehicle torque.

[0069] It should be noted that after obtaining the motor speed, the corresponding buffer torque factor is found based on that motor speed. After obtaining the vehicle torque requirement, the corresponding second basic torque is found based on that vehicle torque requirement. The buffer torque factor is multiplied by the second basic torque, where the buffer torque factor ranges from 0 to 1. The product of the buffer torque factor and the second basic torque is added to the vehicle torque requirement to obtain the shock-resistant vehicle torque. In this embodiment, the second basic torque is a negative value. In the torque requirement-second basic torque correspondence, the larger the value of the vehicle torque requirement, the larger the absolute value of the corresponding second basic torque; conversely, the smaller the value of the vehicle torque requirement, the smaller the absolute value of the corresponding second basic torque.

[0070] In this embodiment, the anti-impact vehicle torque is determined by the buffer torque factor and the second basic torque, thereby reducing the overall vehicle torque, mitigating power shocks, and improving the smoothness of vehicle driving.

[0071] In one embodiment, the vehicle torque control method further includes:

[0072] When the vehicle is not under rapid acceleration conditions, the total vehicle torque requirement is taken as the target total vehicle torque.

[0073] In this embodiment, it should be noted that when the vehicle is not under rapid acceleration, the total vehicle torque demand is used as the target total vehicle torque. By directly outputting the total vehicle torque demand, the user's actual expectations are met, improving the effectiveness of driving control.

[0074] In one embodiment, the vehicle torque control method further includes:

[0075] The first preset time is determined based on the vehicle torque demand and the preset torque demand-preset time correspondence.

[0076] In this embodiment, it should be noted that the torque demand-preset time correspondence includes the vehicle torque demand and a preset time, which have a pre-set correspondence based on historical experience or actual application scenarios. In this embodiment, the larger the vehicle torque demand, the shorter the corresponding preset time; the smaller the vehicle torque demand, the longer the corresponding preset time. After determining the vehicle torque demand, the preset time corresponding to the vehicle torque demand can be found based on this torque demand-preset time correspondence, and this found preset time is used as the first preset time.

[0077] In this embodiment, the first preset time is determined based on the preset torque demand-preset time correspondence. This fully considers the time for taking the rapid acceleration of the vehicle torque as the target vehicle torque under different vehicle torque demands, effectively improving the accuracy of determining the target vehicle torque and thus improving the vehicle's drivability.

[0078] In one embodiment, the vehicle torque control method further includes:

[0079] Obtain the accelerator pedal opening and throttle change rate of the vehicle;

[0080] When the accelerator pedal opening is within the preset acceleration opening range and the throttle change rate is greater than the preset change rate threshold, the vehicle is determined to be in a rapid acceleration condition.

[0081] In this embodiment, it should be noted that the determination of whether the vehicle is currently in a rapid acceleration condition is based on the accelerator pedal opening and the throttle change rate. Specifically, the vehicle is determined to be in a rapid acceleration condition when the accelerator pedal opening is within a preset acceleration opening range and the throttle change rate is greater than a preset change rate threshold. The preset acceleration opening range and preset change rate threshold can be determined based on the actual application scenario. The preset acceleration opening range includes the value range from the minimum opening threshold to the maximum opening threshold. For example, if the minimum opening threshold is 10% and the maximum opening threshold is 80%, then the preset acceleration opening range is 10%-80%. The preset change rate threshold is used to limit the throttle change rate, for example, 100% / s.

[0082] In this embodiment, the vehicle is currently in a rapid acceleration condition by measuring the accelerator pedal opening and the rate of change of throttle, thereby improving the accuracy of rapid acceleration condition determination.

[0083] This invention provides a vehicle torque control device, comprising:

[0084] The operating condition determination module is used to record the current running time when the vehicle is under rapid acceleration conditions;

[0085] The rapid acceleration torque determination module is used to determine the rapid acceleration vehicle torque based on the vehicle information and the preset correspondence between the speed change rate and the first basic torque, as the target vehicle torque. The vehicle information includes the motor speed and the vehicle torque requirement determined based on the vehicle's accelerator pedal opening.

[0086] The anti-impact torque determination module is used to determine and output the anti-impact vehicle torque as the target vehicle torque, based on vehicle information, a preset speed-buffer torque factor correspondence, and a preset torque demand-second basic torque correspondence, when the current running time meets the first preset time.

[0087] The torque determination module is used to determine the target vehicle torque when the current running time meets the second preset time.

[0088] The vehicle torque control device includes a processor and a memory. The aforementioned operating condition determination module, rapid acceleration torque determination module, anti-impact torque determination module, and torque determination module are all stored as program units in the memory. The processor executes the aforementioned program units stored in the memory to achieve the corresponding functions.

[0089] The processor contains a kernel, which retrieves the corresponding program unit from memory. One or more kernels can be configured, and adjusting kernel parameters can modify the vehicle's torque under rapid acceleration conditions to improve overall vehicle drivability.

[0090] The memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0091] This invention provides a computer device, which includes a memory, a processor, and a program stored in the memory and executable on the processor. The program is configured to implement the steps of the vehicle torque control method as described in the above embodiments.

[0092] This invention provides a machine-readable storage medium storing instructions that, when executed by a processor, cause the processor to perform the vehicle torque control method as described in the above embodiments.

[0093] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0094] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0095] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0096] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0097] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0098] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0099] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0100] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0101] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A method for controlling the torque of a vehicle, characterized in that, include: Record the current running time when the vehicle is under rapid acceleration. The vehicle torque for rapid acceleration is determined based on the vehicle information and the preset correspondence between the rate of change of speed and the first basic torque, and is used as the target vehicle torque. The vehicle information includes the motor speed and the vehicle torque requirement determined based on the accelerator pedal opening of the vehicle. If the current running time meets the first preset time, the anti-impact vehicle torque is determined and output as the target vehicle torque based on the vehicle information, the preset speed-buffer torque factor correspondence, and the preset torque demand-second basic torque correspondence. If the current running time meets the second preset time, the vehicle torque requirement will be taken as the target vehicle torque.

2. The vehicle torque control method according to claim 1, characterized in that, The determination of the vehicle torque during rapid acceleration based on vehicle information and a preset correspondence between the rate of change of rotational speed and the first basic torque includes: The rate of change of motor speed is determined based on the change of motor speed within a preset time range; The first base torque is determined based on the speed change rate and the correspondence between the speed change rate and the first base torque. The sum of the product of the first base torque and the rate of change of speed and the total vehicle torque requirement is taken as the total vehicle torque for rapid acceleration.

3. The vehicle torque control method according to claim 2, characterized in that, The determination of the first base torque based on the speed change rate and the correspondence between the speed change rate and the first base torque includes: The initial first base torque is determined based on the speed change rate and the correspondence between the speed change rate and the first base torque. The initial first base torque is obtained by limiting the initial first base torque based on a preset compensation limit threshold.

4. The vehicle torque control method according to claim 1, characterized in that, The process of determining and outputting the anti-impact vehicle torque based on the vehicle information, the preset speed-buffer torque factor correspondence, and the preset torque demand-second basic torque correspondence includes: The buffer torque factor is determined based on the correspondence between the motor speed and the speed-buffer torque factor. The second base torque is determined based on the vehicle torque requirement and the correspondence between the torque requirement and the second base torque. The product of the buffer torque factor and the second basic torque, plus the sum of the vehicle torque requirement, is taken as the anti-impact vehicle torque.

5. The vehicle torque control method according to claim 1, characterized in that, The vehicle torque control method further includes: When the vehicle is not under rapid acceleration conditions, the total vehicle torque requirement is taken as the target total vehicle torque.

6. The vehicle torque control method according to claim 1, characterized in that, The vehicle torque control method further includes: The first preset time is determined based on the vehicle torque requirement and the preset torque requirement-preset time correspondence.

7. The vehicle torque control method according to claim 1, characterized in that, The vehicle torque control method further includes: Obtain the accelerator pedal opening and throttle change rate of the vehicle; When the accelerator pedal opening is within a preset acceleration opening range and the throttle change rate is greater than a preset change rate threshold, the vehicle is determined to be in a rapid acceleration condition.

8. A vehicle torque control device, characterized in that, include: The operating condition determination module is used to record the current running time when the vehicle is under rapid acceleration conditions; The rapid acceleration torque determination module is used to determine the rapid acceleration torque of the vehicle based on the vehicle information and the preset correspondence between the speed change rate and the first basic torque, as the target vehicle torque. The vehicle information includes the motor speed and the vehicle torque requirement determined based on the accelerator pedal opening of the vehicle. The anti-impact torque determination module is used to determine and output the anti-impact vehicle torque as the target vehicle torque, based on the vehicle information, the preset speed-buffer torque factor correspondence, and the preset torque demand-second basic torque correspondence, when the current running time meets the first preset time. The torque determination module is used to take the vehicle torque requirement as the target vehicle torque when the current running time meets the second preset time.

9. A computer device, characterized in that, The computer device includes: a memory, a processor, and a program stored in the memory and executable on the processor, the program being configured to implement the steps of the vehicle torque control method as described in any one of claims 1 to 7.

10. A machine-readable storage medium storing instructions for causing a machine to perform the steps of the vehicle torque control method as described in any one of claims 1 to 7.

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