Control method, device and equipment for output torque, and storage medium

Abstract

The application discloses a control method, device and equipment of output torque and a storage medium, and belongs to the technical field of vehicle control. The method comprises the following steps: when a bus enters an energy-saving driving mode, acquiring first driving condition data of the bus, wherein the first driving condition data of the bus comprises first environmental condition data and first vehicle state data of a complete trip of the bus; dividing the trip of the bus based on the first environmental condition data to obtain a reference number of driving sections; determining global condition data of the bus in a unit time length based on the first vehicle state data; and determining parameters of engine output torque and motor output torque corresponding to each driving section based on the global condition data of the bus in the unit time length. The parameters of the engine output torque and the motor output torque corresponding to each driving section are determined through the first vehicle state data of each driving section, so that the output torque of the bus is controlled, the fuel consumption of the bus is reduced, and the power of the bus is ensured.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, apparatus, device, and storage medium for controlling output torque. Background Technology

[0002] Hybrid buses are driven by both an engine and an electric motor. For the same torque demand, the engine and motor output different torques, resulting in different energy consumption. Specifically, the higher the engine's output torque, the more fuel is required; conversely, the higher the electric motor's output torque, the less fuel is needed. However, the electric motor's output torque cannot be increased indefinitely, as this would require a larger current, which could cause the motor to overheat and even burn out. Therefore, it is necessary to control the output torque of both the engine and the electric motor in the bus. Summary of the Invention

[0003] This application provides a method, apparatus, device, and storage medium for controlling output torque, which can be used to control the engine output torque and motor output torque of a bus. The technical solution is as follows:

[0004] On one hand, this application provides a method for controlling output torque, the method comprising:

[0005] When the bus enters the energy-saving driving mode, the first driving condition data of the bus is acquired. The first driving condition data of the bus includes the first environmental condition data and the first vehicle status data of a complete trip of the bus.

[0006] Based on the first environmental condition data, the bus route is divided to obtain a reference number of drive segments;

[0007] Based on the first vehicle status data, determine the global operating condition data of the bus within a unit of time.

[0008] Based on the global operating condition data of the bus over a unit of time, the parameters of the engine output torque and motor output torque corresponding to each drive segment are determined.

[0009] On the other hand, a control device for output torque is provided, the device comprising:

[0010] The acquisition module is used to acquire the first driving condition data of the bus when the bus enters the energy-saving driving mode. The first driving condition data of the bus includes the first environmental condition data and the first vehicle status data of a complete trip of the bus.

[0011] The segmentation module is used to segment the bus route based on the first environmental condition data to obtain a reference number of drive segments;

[0012] The first determining module is used to determine the global operating condition data of the bus within a unit of time based on the first vehicle status data;

[0013] The second determining module is used to determine the parameters of the engine output torque and motor output torque corresponding to each drive segment based on the global operating condition data of the bus over a unit of time.

[0014] On the other hand, a computer device is provided, the computer device including a processor and a memory, the memory storing at least one computer program, the at least one computer program being loaded and executed by the processor to enable the computer device to implement any of the above-described output torque control methods.

[0015] On the other hand, a computer-readable storage medium is also provided, wherein at least one computer program is stored therein, the at least one computer program being loaded and executed by a processor to enable a computer to implement any of the above-described methods for controlling output torque.

[0016] On the other hand, a computer program product or computer program is also provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, causing the computer device to perform any of the output torque control methods described above.

[0017] The technical solution provided in this application brings at least the following beneficial effects:

[0018] This application divides the bus's journey into a reference number of drive segments using the bus's initial environmental condition data. The initial vehicle state data is then discretized according to these drive segments, avoiding the influence of regions between drive segments on the required torque, thus achieving a more accurate acquisition of the bus's driving characteristics for each drive segment. Furthermore, the initial vehicle state data is used to determine the bus's global operating condition data per unit time, thereby determining the parameters of the engine output torque and motor output torque corresponding to each drive segment. This allows for more accurate control of the vehicle's engine and motor output torque parameters, ultimately controlling the bus's output torque and reducing fuel consumption while ensuring sufficient power. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of an implementation environment provided in an embodiment of this application;

[0021] Figure 2 This is a flowchart of an output torque control method provided in an embodiment of this application;

[0022] Figure 3 This is a schematic diagram of a driver segment division provided in an embodiment of this application;

[0023] Figure 4 This is a schematic diagram of the structure of an output torque control device provided in an embodiment of this application;

[0024] Figure 5 This is a schematic diagram of the structure of a server provided in an embodiment of this application;

[0025] Figure 6 This is a schematic diagram of the structure of an output torque control device provided in an embodiment of this application. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0027] This application provides a method for controlling output torque. Please refer to... Figure 1 The diagram illustrates an implementation environment for the method provided in this embodiment. This implementation environment may include a bus 11 and a vehicle control system 12, wherein the vehicle control system 12 is located on the bus 11.

[0028] Optionally, when bus 11 enters energy-saving driving mode, vehicle control system 12 acquires first driving condition data of bus 11. This first driving condition data includes first environmental condition data and first vehicle status data for a complete journey of bus 11. Vehicle control system 12 divides the bus 11's journey into a reference number of drive segments using the first environmental condition data, and then determines the global operating condition data of bus 11 per unit time using the first vehicle status data, thereby determining the parameters of the engine output torque and motor output torque corresponding to each drive segment.

[0029] The vehicle control system 12 can store the first environmental condition data of the bus 11, which is used to divide the bus 11's journey into a reference number of drive segments. The vehicle control system 12 can also store the first vehicle status data of the bus 11, which is used to determine the global operating condition data of the bus 11 per unit time, thereby determining the parameters of the engine output torque and motor output torque corresponding to each drive segment. Optionally, the bus 11 and the vehicle control system 12 establish a communication connection via a wired or wireless network.

[0030] Based on the above Figure 1 In the implementation environment shown, this application provides a method for controlling output torque, such as... Figure 2 As shown, taking the application of this method to a vehicle control system as an example, the method includes steps 201-204.

[0031] In step 201, when the bus enters the energy-saving driving mode, the first driving condition data of the bus is obtained. The first driving condition data of the bus includes the first environmental condition data and the first vehicle status data of a complete trip of the bus.

[0032] In one possible implementation, the energy-saving driving mode is a mode that ensures the bus's power while controlling fuel consumption. For example, methods for determining whether a bus has entered the energy-saving driving mode include, but are not limited to: the vehicle control system determining whether the bus has entered the energy-saving driving mode based on whether it has received confirmation from the driver to switch to the energy-saving driving mode. For example, after the driver manually switches the bus to the energy-saving driving mode, the vehicle control system receives confirmation from the driver to switch to the energy-saving driving mode.

[0033] In one possible implementation, the driver manually switches the bus to energy-saving driving mode in a manner that includes, but is not limited to: the driver pressing an energy-saving driving button installed on the bus; based on the driver pressing the energy-saving driving button, the button sends a message confirming the driver's switch to energy-saving driving mode; and the vehicle control system receives the message confirming the driver's switch to energy-saving driving mode.

[0034] For example, if the vehicle control system receives confirmation from the driver to switch to the energy-saving driving mode, the bus enters the energy-saving driving mode; if the vehicle control system does not receive confirmation from the driver to switch to the energy-saving driving mode, the bus does not enter the energy-saving driving mode.

[0035] Optionally, when it is determined that the bus has entered the energy-saving driving mode, the first driving condition data of the bus is obtained, including: obtaining first environmental condition data and first vehicle status data for a complete trip of the bus, wherein a complete trip is the entire journey of the bus from the starting station to the terminal station. For example, the first environmental condition data includes at least one of the following: road width, road surface smoothness, location of bus stops, or location of traffic lights along the road passed by the bus; the first vehicle status data includes at least one of the following: the bus's SOC (State of Charge), mileage, driving speed, or driving acceleration.

[0036] In one possible implementation, acquiring the first environmental condition data of the bus includes acquiring at least one of the following: the width of the road surface the bus passes through, the road surface smoothness, the location of the bus stop, or the location of the traffic light. The following provides an example illustrating how the first environmental condition data is acquired.

[0037] (1) Obtain the road width

[0038] In one possible implementation, the method of obtaining the road width includes, but is not limited to: obtaining the distance from the bus to the guardrails on both sides of the road by radar ranging, and using the sum of the distance from the bus to the guardrails and the width of the bus as the road width of the road where the bus is located, wherein the radar is installed on the left and right sides of the bus.

[0039] For example, obtaining the distance from the bus to the guardrails on both sides by radar ranging includes: sending and receiving ultrasonic waves to the left and right sides of the bus through radar installed on the bus, and multiplying the time difference between sending and receiving the ultrasonic waves by the speed of the ultrasonic waves as the distance measured by the ultrasonic waves.

[0040] (2) Obtain road surface smoothness

[0041] For example, road surface smoothness can be obtained by using a laser measuring instrument, including: scanning the road surface where the bus is located using the laser measuring instrument, and performing abnormal data removal processing on the scanned data to obtain the road surface smoothness, wherein the laser measuring instrument is installed on the bottom of the bus.

[0042] In one possible implementation, the road surface smoothness is obtained by performing anomaly removal processing on the scanned data, including: removing data in the scanned data that is less than a first reference threshold or greater than a second reference threshold, and using the mode of the remaining data as the road surface smoothness.

[0043] This application does not impose restrictions on the first reference threshold and the second reference threshold. For example, while ensuring that the first reference threshold is less than the second reference threshold, the threshold can be set based on experience or adjusted according to the actual situation.

[0044] (3) Obtain the location of bus stops

[0045] In one possible implementation, obtaining the location of a bus stop includes, but is not limited to: identifying bus stops on both sides of the bus using a first video recognition device, and obtaining the location of the bus stop using a positioning system based on the identified bus stops. The first video recognition device is installed on the right side of the bus, and the positioning system is installed at any location on the bus.

[0046] For example, identifying a bus stop on the right side of a bus using a first video recognition device includes: processing the image data of the bus stop, i.e., cropping, scaling, rotating, adjusting brightness, or enhancing contrast of the image data of the bus stop to obtain a processed image of the bus stop; and then training the processed image of the bus stop using a first deep learning model to obtain a bus stop recognition model. This application does not limit the first deep learning model; for example, it can be a convolutional neural network.

[0047] Optionally, after determining the recognition model for bus stops, an image of the right side of the bus is captured using a video recognition device. For each frame of the right side of the bus, the bus stop recognition model is used to perform target detection and identify the bus stop on the right side of the bus.

[0048] (4) Obtain the location of traffic lights

[0049] In one possible implementation, obtaining the location of the traffic light includes, but is not limited to: identifying the traffic light using a second video recognition device, and based on the identified traffic light, obtaining its location using a positioning system. The second video recognition device is installed on the front side of the bus.

[0050] For example, identifying traffic lights in front of a bus using a second video recognition device includes: processing the image data of the traffic lights, i.e., cropping, scaling, rotating, adjusting brightness, or enhancing contrast of the image data of the traffic lights to obtain a processed image of the traffic lights; and then training the processed image of the traffic lights using a second deep learning model to obtain a recognition model for the traffic lights. This application does not limit the second deep learning model; for example, it can be a convolutional neural network.

[0051] Optionally, after determining the recognition model of the traffic lights, an image of the front of the bus is captured by a video recognition device. For each frame of the image of the front of the bus, the recognition model of the traffic lights is used to perform target detection and identify the traffic lights in front of the bus.

[0052] In one possible implementation, obtaining the first vehicle state data of the bus includes obtaining at least one of the bus's speed, acceleration, SOC, or mileage.

[0053] Next, we will provide an example of how to obtain the status data of the first vehicle.

[0054] (1) Obtain driving speed

[0055] For example, the speed of a bus can be measured using a speed sensor mounted on the bus. In one possible implementation, obtaining the speed includes: the vehicle control system acquiring the bus's speed via a speed sensor mounted on the bus.

[0056] (2) Obtaining driving acceleration

[0057] For example, the acceleration of a bus can be acquired using an accelerometer installed on the bus. In one possible implementation, acquiring the acceleration includes: the vehicle control system acquiring the bus's acceleration via an accelerometer installed on the bus.

[0058] (3) Obtain SOC

[0059] For example, the State of Charge (SOC) can be obtained by the current integration method, including: obtaining the current value of the power battery, integrating the current value to obtain the battery's charge or discharge capacity, and dividing the battery's charge or discharge capacity by the battery's rated capacity to obtain the SOC. In one possible implementation, the current value of the power battery is obtained using the current setting of a multimeter, wherein the multimeter is installed on the bus.

[0060] (4) Obtain mileage

[0061] For example, the vehicle control system obtains the bus's mileage at the initial station of a complete operating condition and the bus's current mileage from the bus's central control system, and uses the difference between the bus's current mileage and the mileage at the initial station as the mileage.

[0062] In step 202, the bus route is divided based on the first environmental condition data to obtain a reference number of drive segments.

[0063] In one possible implementation, the bus trip is divided based on first environmental condition data, including: dividing the bus trip based on at least one of the locations of bus stops or traffic lights that the bus passes through, to obtain a reference number of drive segments.

[0064] For example, dividing a bus's journey based on at least one of the locations of bus stops or traffic lights in the first environmental condition data includes: using bus stops as dividing points for different drive segments based on the presence of bus stops on the road the bus travels; and using traffic lights as dividing points for different drive segments based on the presence of traffic lights on the road the bus travels. Wherein, when both bus stops and traffic lights are present on the road the bus travels, both bus stops and traffic lights are used as dividing points for different drive segments.

[0065] This application does not limit the reference quantity. For example, the reference quantity is determined based on the number of bus stops and traffic lights that the bus passes by.

[0066] Buses frequently start and stop when passing bus stops and traffic lights, and these starts and stops affect the torque demand of the bus. Therefore, by dividing the bus's journey into a reference number of drive segments based on the location of the bus stops or traffic lights, and by assigning different parameters to the engine output torque and motor output torque of each drive segment, more accurate control of the engine output torque and motor output torque parameters of the bus can be ensured.

[0067] In step 203, the global operating condition data of the bus within a unit of time is determined based on the first vehicle status data.

[0068] In one possible implementation, the global operating condition data of the bus over a unit of time is determined based on the first vehicle state data, including: determining the average speed, maximum speed, average acceleration, and average SOC of the bus during its operation based on the driving speed, driving acceleration, and SOC; determining the global operating condition data of the bus based on at least one of the average SOC, mileage, average speed, maximum speed, or average acceleration; and determining the global operating condition data of the bus over a unit of time based on the global operating condition data of the bus.

[0069] Optionally, the vehicle control system will discretize the bus's speed, acceleration, state of charge (SOC), and distance traveled from different drive segments, classifying these parameters into categories corresponding to different drive segments. An example is shown below, illustrating the discretization of the bus's speed. Figure 3 As shown, the journey is divided into 5 driving segments, and the bus speed in each driving segment is shown by the curve in the figure. The horizontal axis represents the time the bus takes to travel, in seconds (S); the vertical axis represents the bus speed, in kilometers per hour (km / h).

[0070] For example, after discretization, the average speed, maximum speed, average acceleration, and average SOC of the bus during operation are determined based on the driving speed, driving acceleration, and SOC. This includes: dividing the driving speed of the bus collected in a certain drive segment by the number of times the driving speed was collected, and using the first calculation result as the average speed of the bus during operation in that drive segment. Then, the driving speeds of the bus collected in a certain drive segment are compared, and the highest speed among these speeds is taken as the maximum speed of the bus during operation in that drive segment.

[0071] For example, the acceleration of the bus collected during a certain driving segment's acceleration period is divided by the number of times acceleration is collected during that driving segment, and the resulting second calculation result is used as the average acceleration of the bus during that driving segment's acceleration. Similarly, the acceleration of the bus collected during a certain driving segment's deceleration period is divided by the number of times acceleration is collected during that driving segment's deceleration, and the resulting third calculation result is used as the average acceleration of the bus during that driving segment's deceleration. For example, the State of Charge (SOC) of the bus collected during a certain driving segment is divided by the number of times the SOC is collected during that driving segment, and the resulting fourth calculation result is used as the average SOC of the bus during that driving segment.

[0072] Optionally, the global operating condition data of the bus is determined based on at least one of average SOC, mileage, average speed, maximum speed or average acceleration, including: using at least one of the calculated average SOC, mileage, average speed, maximum speed or average acceleration corresponding to each drive segment as the global operating condition data corresponding to each drive segment, that is, the global operating condition data corresponding to each drive segment includes at least one of the average SOC, mileage, average speed, maximum speed or average acceleration of each drive segment.

[0073] In one possible implementation, after determining the global operating condition data corresponding to each drive segment, the global operating condition data of the bus within a unit of time is determined based on the global operating condition data of the bus, including: obtaining the departure schedule of the bus; and determining the global operating condition data of the bus within a unit of time based on the departure schedule of the bus and the global operating condition data of the bus.

[0074] For example, obtaining the bus departure schedule includes: the vehicle control system determining the bus departure schedule based on the bus's departure number, whereby the bus departure schedule includes the number of trips per day and the number of days the bus travels within a unit of time. Optionally, after determining the bus departure schedule, the system determines the bus's global operating condition data within a unit of time based on the bus departure schedule and the bus's global operating condition data, including: sequentially concatenating the global operating condition data based on the departure schedule of a certain day to obtain the global operating condition data for that day; and determining the bus's global operating condition data within a unit of time based on the number of days the bus travels within a unit of time and the global operating condition data for the whole day.

[0075] This application does not limit the unit duration. For example, it can be set based on experience or adjusted according to actual conditions.

[0076] By discretizing the bus's speed, acceleration, SOC, and distance collected from different drive segments, global operating condition data for each drive segment is determined. This allows for the extraction of parameters that reflect the operating characteristics of each drive segment, ensuring the accuracy of the global operating condition data for each drive segment. Furthermore, global operating condition data for a unit of time is determined based on the bus's departure frequency, further reflecting the bus's driving characteristics in each drive segment. This facilitates the rational allocation of the bus's output torque based on the global operating condition data for that unit of time.

[0077] In step 204, the parameters of engine output torque and motor output torque corresponding to each drive segment are determined based on the global operating condition data of the bus over a unit of time.

[0078] In one possible implementation, the parameters of the engine output torque and motor output torque corresponding to each drive segment are determined based on the global operating condition data of the bus over a unit of time. This includes: determining the engine speed and load, as well as the motor speed and load, based on the global operating condition data of the bus over a unit of time; determining the output torque parameters corresponding to the engine speed and load based on the quasi-static characteristic MAP corresponding to the engine; and determining the output torque parameters corresponding to the motor speed and load based on the quasi-static characteristic MAP corresponding to the motor.

[0079] For example, the quasi-static characteristic MAP corresponding to the engine includes parameters of different output torques corresponding to different engine speeds and different engine loads; the quasi-static characteristic MAP corresponding to the motor includes parameters of different motor speeds and different motor loads corresponding to different output torques.

[0080] This application does not limit the method of determining the engine speed and load and the motor speed and load based on the global operating condition data of the bus over a unit of time. For example, the engine speed and load and the motor speed and load corresponding to the global operating condition data of the bus over a unit of time are set based on experience.

[0081] In one possible implementation, after determining the parameters of the engine output torque and motor output torque corresponding to each drive segment based on the global operating condition data of the bus over a unit of time, the method further includes: acquiring the second driving condition data of the bus, which includes the second environmental condition data of the bus during operation; and matching the first environmental condition data and the second environmental condition data of the drive segment with the parameters of the engine output torque and motor output torque corresponding to the drive segment as the parameters of the engine output torque and motor output torque corresponding to the second driving condition.

[0082] By determining the engine speed and load, as well as the motor speed and load, based on the global operating condition data of the bus over a unit of time, global optimization can be ensured when determining the engine speed and load, as well as the motor speed and load, thereby optimizing the bus's fuel consumption and improving fuel economy.

[0083] For example, the second driving condition data of the bus includes second environmental condition data when the bus is driving. Obtaining the second driving condition data of the bus includes: obtaining at least one of the following when the bus passes through the road surface width, road surface smoothness, bus stop location, or traffic light location under the second driving condition; comparing the road surface width, road surface smoothness, bus stop location, and traffic light location of the bus under the second driving condition with the road surface width, road surface smoothness, bus stop location, and traffic light location of the bus under the first driving condition; and matching the road surface width, road surface smoothness, bus stop location, and traffic light location of the bus under the second driving condition with the road surface width, road surface smoothness, bus stop location, and traffic light location of the bus under the first driving condition with the parameters of the engine output torque and motor output torque corresponding to the driving segment as the parameters of the engine output torque and motor output torque corresponding to the second driving condition.

[0084] By comparing the second environmental condition data of the bus with the first environmental condition data of each drive segment under the first driving condition, the parameters of the engine output torque and motor output torque corresponding to the drive segment matching the environmental condition data are used as the parameters of the engine output torque and motor output torque corresponding to the second driving condition. This determines the most suitable engine output torque and motor output torque for the second driving condition, thereby reducing the bus's fuel consumption while ensuring the bus's power.

[0085] This embodiment of the application divides the bus's journey into a reference number of drive segments using the bus's first environmental condition data. The bus's first vehicle state data is then discretized according to these drive segments, avoiding the influence of regions between drive segments on the required torque, thus achieving a more accurate acquisition of the bus's driving characteristics for each drive segment. Furthermore, the first vehicle state data is used to determine the bus's global operating condition data per unit time, thereby determining the parameters of the engine output torque and motor output torque corresponding to each drive segment. This makes the control of the vehicle's engine output torque and motor output torque parameters more accurate, thereby controlling the bus's output torque and reducing fuel consumption while ensuring the bus's power.

[0086] See Figure 4 This application provides an output torque control device, which includes:

[0087] The acquisition module 401 is used to acquire the first driving condition data of the bus when the bus enters the energy-saving driving mode. The first driving condition data of the bus includes the first environmental condition data and the first vehicle status data of a complete trip of the bus.

[0088] The segmentation module 402 is used to segment the bus route based on the first environmental condition data to obtain a reference number of drive segments;

[0089] The first determining module 403 is used to determine the global operating condition data of the bus within a unit of time based on the first vehicle status data;

[0090] The second determining module 404 is used to determine the parameters of the engine output torque and motor output torque corresponding to each drive segment based on the global operating condition data of the bus over a unit of time.

[0091] In one possible implementation, the first environmental condition data includes at least one of the locations of bus stops or traffic lights passed by the bus; the segmentation module 402 is used to segment the bus's journey based on at least one of the locations of bus stops or traffic lights passed by the bus, to obtain a reference number of drive segments.

[0092] In one possible implementation, the first vehicle status data includes at least one of remaining battery power (SOC), mileage, driving speed, or driving acceleration; the first determining module 403 is used to determine the average speed, maximum speed, and average acceleration of the bus while it is driving based on the driving speed and driving acceleration; to determine the global operating condition data of the bus based on at least one of SOC, mileage, average speed, maximum speed, or average acceleration; and to determine the global operating condition data of the bus per unit time based on the global operating condition data of the bus.

[0093] In one possible implementation, the first determining module 403 is used to obtain the bus departure schedule; and to determine the bus's global operating condition data per unit time based on the bus departure schedule and the bus's global operating condition data.

[0094] In one possible implementation, the second determining module 404 is further configured to acquire second driving condition data of the bus, which includes second environmental condition data of the bus during operation; if the first environmental condition data of the drive segment matches the second environmental condition data, the parameters of the engine output torque and motor output torque corresponding to the drive segment are used as the parameters of the engine output torque and motor output torque corresponding to the second driving condition.

[0095] This device divides the bus's journey into a reference number of drive segments based on the bus's initial environmental condition data. It then discretizes the bus's initial vehicle state data according to these drive segments, avoiding the influence of regions between drive segments on the required torque, thus achieving a more accurate acquisition of the bus's driving characteristics for each drive segment. Furthermore, it determines the bus's global operating condition data per unit time using the initial vehicle state data, thereby determining the parameters of the engine output torque and motor output torque corresponding to each drive segment. This allows for more accurate control of the vehicle's engine and motor output torque parameters, ultimately controlling the bus's output torque while ensuring sufficient power and reducing fuel consumption.

[0096] It should be noted that the apparatus provided in the above embodiments is only illustrated by the division of the above functional modules. In practical applications, the above functions 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. In addition, the apparatus and method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process can be found in the method embodiments, which will not be repeated here.

[0097] Figure 5 This is a schematic diagram of a server structure provided in an embodiment of this application. The server can vary significantly due to differences in configuration or performance. It may include one or more processors 901 and one or more memories 902. The one or more memories 902 store at least one computer program, which is loaded and executed by the one or more processors 901 to enable the server to implement the output torque control methods provided in the various method embodiments described above. Of course, the server may also have wired or wireless network interfaces, a keyboard, and input / output interfaces for input and output. The server may also include other components for implementing device functions, which will not be elaborated upon here.

[0098] Figure 6 This is a schematic diagram of an output torque control device according to an embodiment of this application. The device can be a terminal, such as an in-vehicle system, smartphone, tablet, media player, laptop, or desktop computer. The terminal may also be referred to as user equipment, portable terminal, laptop terminal, desktop terminal, or other names.

[0099] Typically, a terminal includes a processor 1501 and a memory 1502.

[0100] Processor 1501 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 1501 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 1501 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 1501 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the screen. In some embodiments, processor 1501 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0101] The memory 1502 may include one or more computer-readable storage media, which may be non-transitory. The memory 1502 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 1502 is used to store at least one instruction, which is executed by the processor 1501 to cause the terminal to implement the output torque control method provided in the method embodiments of this application.

[0102] In some embodiments, the terminal may also optionally include: a peripheral device interface 1503 and at least one peripheral device. The processor 1501, memory 1502, and peripheral device interface 1503 can be connected via a bus or signal line. Each peripheral device can be connected to the peripheral device interface 1503 via a bus, signal line, or circuit board. Specifically, the peripheral device includes at least one of: a radio frequency circuit 1504, a display screen 1505, a camera assembly 1506, an audio circuit 1507, and a power supply 1508.

[0103] Peripheral interface 1503 can be used to connect at least one I / O (Input / Output) related peripheral device to processor 1501 and memory 1502. In some embodiments, processor 1501, memory 1502 and peripheral interface 1503 are integrated on the same chip or circuit board; in some other embodiments, any one or two of processor 1501, memory 1502 and peripheral interface 1503 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0104] The radio frequency (RF) circuit 1504 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 1504 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 1504 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals back into electrical signals. Optionally, the RF circuit 1504 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The RF circuit 1504 can communicate with other terminals through at least one wireless communication protocol. This wireless communication protocol includes, but is not limited to: metropolitan area networks (MANs), various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks (WLANs), and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 1504 may also include circuitry related to NFC (Near Field Communication), which is not limited in this application.

[0105] Display screen 1505 is used to display a UI (User Interface). This UI may include graphics, text, icons, videos, and any combination thereof. When display screen 1505 is a touch display screen, it also has the ability to collect touch signals on or above its surface. These touch signals can be input as control signals to processor 1501 for processing. In this case, display screen 1505 can also be used to provide virtual buttons and / or a virtual keyboard, also known as soft buttons and / or a soft keyboard. In some embodiments, display screen 1505 can be a single screen, located on the front panel of the terminal; in other embodiments, display screen 1505 can be at least two screens, respectively located on different surfaces of the terminal or in a folded design; in other embodiments, display screen 1505 can be a flexible display screen, located on a curved or folded surface of the terminal. Furthermore, display screen 1505 can be configured as a non-rectangular, irregular shape, i.e., a non-rectangular screen. Display screen 1505 can be made of materials such as LCD (Liquid Crystal Display) or OLED (Organic Light-Emitting Diode).

[0106] The camera assembly 1506 is used to acquire images or videos. Optionally, the camera assembly 1506 includes a front-facing camera and a rear-facing camera. Typically, the front-facing camera is located on the front panel of the terminal, and the rear-facing camera is located on the back of the terminal. In some embodiments, there are at least two rear-facing cameras, which are any one of a main camera, a depth-sensing camera, a wide-angle camera, and a telephoto camera, to achieve background blurring by fusion of the main camera and the depth-sensing camera, panoramic shooting by fusion of the main camera and the wide-angle camera, VR (Virtual Reality) shooting, or other fusion shooting functions. In some embodiments, the camera assembly 1506 may also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm-light flash and a cool-light flash, which can be used for light compensation at different color temperatures.

[0107] The audio circuit 1507 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, converting the sound waves into electrical signals that are input to the processor 1501 for processing, or input to the radio frequency circuit 1504 for voice communication. For stereo sound acquisition or noise reduction purposes, multiple microphones may be used, each positioned at a different location on the terminal. The microphone may also be an array microphone or an omnidirectional microphone. The speaker is used to convert electrical signals from the processor 1501 or the radio frequency circuit 1504 into sound waves. The speaker may be a conventional diaphragm speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can convert electrical signals not only into audible sound waves but also into inaudible sound waves for purposes such as distance measurement. In some embodiments, the audio circuit 1507 may also include a headphone jack.

[0108] Power supply 1508 is used to power the various components in the terminal. Power supply 1508 can be AC ​​power, DC power, a disposable battery, or a rechargeable battery. When power supply 1508 includes a rechargeable battery, the rechargeable battery can support wired or wireless charging. The rechargeable battery can also be used to support fast charging technology.

[0109] In some embodiments, the terminal further includes one or more sensors 1509. The one or more sensors 1509 include, but are not limited to: an acceleration sensor 1510, a gyroscope sensor 1511, a pressure sensor 1512, an optical sensor 1513, and a proximity sensor 1514.

[0110] Accelerometer 1510 can detect the magnitude of acceleration along the three coordinate axes of a coordinate system established by the terminal. For example, accelerometer 1510 can be used to detect the components of gravitational acceleration along the three coordinate axes. Processor 1501 can control display screen 1505 to display the user interface in either a landscape or portrait view based on the gravitational acceleration signal acquired by accelerometer 1510. Accelerometer 1510 can also be used for games or for acquiring user motion data.

[0111] The gyroscope sensor 1511 can detect the terminal's orientation and rotation angle. The gyroscope sensor 1511 can work in conjunction with the accelerometer sensor 1510 to collect the user's 3D movements on the terminal. Based on the data collected by the gyroscope sensor 1511, the processor 1501 can perform the following functions: motion sensing (e.g., changing the UI based on the user's tilt), image stabilization during shooting, game control, and inertial navigation.

[0112] The pressure sensor 1512 can be disposed on the side bezel of the terminal and / or the lower layer of the display screen 1505. When the pressure sensor 1512 is disposed on the side bezel of the terminal, it can detect the user's grip signal on the terminal, and the processor 1501 can perform left / right hand recognition or quick operation based on the grip signal collected by the pressure sensor 1512. When the pressure sensor 1512 is disposed on the lower layer of the display screen 1505, the processor 1501 can control the operable controls on the UI interface based on the user's pressure operation on the display screen 1505. The operable controls include at least one of button controls, scroll bar controls, icon controls, and menu controls.

[0113] Optical sensor 1513 is used to collect ambient light intensity. In one embodiment, processor 1501 can control the display brightness of display screen 1505 based on the ambient light intensity collected by optical sensor 1513. Specifically, when the ambient light intensity is high, the display brightness of display screen 1505 is increased; when the ambient light intensity is low, the display brightness of display screen 1505 is decreased. In another embodiment, processor 1501 can also dynamically adjust the shooting parameters of camera assembly 1506 based on the ambient light intensity collected by optical sensor 1513.

[0114] The proximity sensor 1514, also known as a distance sensor, is typically installed on the front panel of the terminal. The proximity sensor 1514 is used to detect the distance between the user and the front of the terminal. In one embodiment, when the proximity sensor 1514 detects that the distance between the user and the front of the terminal is gradually decreasing, the processor 1501 controls the display screen 1505 to switch from a screen-on state to a screen-off state; when the proximity sensor 1514 detects that the distance between the user and the front of the terminal is gradually increasing, the processor 1501 controls the display screen 1505 to switch from a screen-off state to a screen-on state.

[0115] Those skilled in the art will understand that Figure 6 The structure shown does not constitute a limitation on the terminal and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0116] In an exemplary embodiment, a computer device is also provided, comprising a processor and a memory storing at least one computer program. The at least one computer program is loaded and executed by one or more processors to enable the computer device to implement any of the above-described methods for controlling output torque.

[0117] In an exemplary embodiment, a computer-readable storage medium is also provided, which stores at least one computer program that is loaded and executed by a processor of a computer device to enable the computer to implement any of the above-described methods for controlling output torque.

[0118] In one possible implementation, the aforementioned computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage device, etc.

[0119] In an exemplary embodiment, a computer program product or computer program is also provided, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the above-described output torque control methods.

[0120] It should be noted that all information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in this application have been authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, the first environmental condition data and the first vehicle status data involved in this application were obtained with full authorization.

[0121] It should be understood that "multiple" as used in this article 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.

[0122] It should be noted that the terms "first," "second," etc. (if applicable) in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0123] The above description is merely an exemplary embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling output torque, characterized in that, The method includes: When the bus enters the energy-saving driving mode, the first driving condition data of the bus is obtained. The first driving condition data of the bus includes the first environmental condition data and the first vehicle status data of a complete trip of the bus. The first environmental condition data includes at least one of the locations of bus stops or traffic lights passed by the bus. The first vehicle status data includes at least one of the remaining battery charge (SOC), mileage, driving speed or driving acceleration. The bus's journey is divided based on at least one of the locations of bus stops or traffic lights along the route, resulting in a reference number of drive segments; The average speed, maximum speed, and average acceleration of the bus are determined based on the driving speed and the driving acceleration; the global operating condition data of the bus are determined based on at least one of the SOC, the driving mileage, the average speed, the maximum speed, or the average acceleration; and the global operating condition data of the bus are determined based on the global operating condition data of the bus over a unit of time. Based on the global operating condition data of the bus over a unit of time, the parameters of the engine output torque and motor output torque corresponding to each drive segment are determined.

2. The method according to claim 1, characterized in that, The determination of the bus's global operating condition data per unit time based on the bus's global operating condition data includes: Obtain the departure schedule of the bus; The global operating condition data of the bus per unit time is determined based on the bus departure schedule and the bus's global operating condition data.

3. The method according to claim 1, characterized in that, After determining the parameters of engine output torque and motor output torque for each drive segment based on the global operating condition data of the bus over a unit of time, the method further includes: Acquire the second driving condition data of the bus, which includes the second environmental condition data when the bus is driving; When the first environmental condition data of the drive segment matches the second environmental condition data, the parameters of the engine output torque and the motor output torque corresponding to the drive segment are used as the parameters of the engine output torque and the motor output torque corresponding to the second driving condition.

4. A control device for output torque, characterized in that, The device includes: The acquisition module is used to acquire the first driving condition data of the bus when the bus enters the energy-saving driving mode. The first driving condition data of the bus includes the first environmental condition data and the first vehicle status data of a complete trip of the bus. The first environmental condition data includes at least one of the locations of bus stops or traffic lights passed by the bus. The first vehicle status data includes at least one of the remaining battery charge (SOC), mileage, driving speed or driving acceleration. The segmentation module is used to segment the bus's journey based on at least one of the locations of bus stops or traffic lights passed by the bus, and obtain a reference number of drive segments; The first determining module is used to determine the average speed, maximum speed, and average acceleration of the bus during its journey based on the driving speed and the driving acceleration; to determine the global operating condition data of the bus based on at least one of the SOC, the mileage traveled, the average speed, the maximum speed, or the average acceleration; and to determine the global operating condition data of the bus per unit time based on the global operating condition data of the bus. The second determining module is used to determine the parameters of the engine output torque and motor output torque corresponding to each drive segment based on the global operating condition data of the bus over a unit of time.

5. A computer device, characterized in that, The computer device includes a processor and a memory, the memory storing at least one computer program, which is loaded and executed by the processor to enable the computer device to implement the output torque control method as described in any one of claims 1 to 3.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one computer program, which is loaded and executed by a processor to enable the computer to implement the output torque control method as described in any one of claims 1 to 3.

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