Vehicle torque control method, device, equipment, storage medium and program product

Abstract

The application discloses a vehicle torque control method, device, equipment, storage medium and program product, and belongs to the vehicle control field. The method comprises the following steps: determining at least one of a driving mode or a gear of a vehicle based on a driving parameter of the vehicle; in the case that the at least one of the driving mode or the gear changes, determining a first wheel end change torque and a second wheel end change torque based on a requested wheel end torque, a first wheel end torque, a second wheel end torque and a correction coefficient, the second wheel end change torque being opposite to the change trend of the first wheel end change torque; determining a first torque adjustment step and a second torque adjustment step based on the first wheel end change torque, the second wheel end change torque and a driving scene, adjusting the torque of the vehicle by using the first torque adjustment step and the second torque adjustment step, and controlling the vehicle to move based on the adjusted torque. The method can improve the stability and safety of the vehicle in the driving process.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle control, and in particular to a method, apparatus, device, storage medium, and program product for controlling vehicle torque. Background Art

[0002] With the rapid development of the automotive industry, hybrid vehicles (HEVs), which combine the advantages of traditional fuel vehicles and pure electric vehicles, have attracted widespread attention in the market. Multi-speed four-wheel drive HEVs, in particular, have become a market focus due to their superior power and adaptability.

[0003] In related technologies, such as multi-speed four-wheel drive hybrid vehicles, driving mode switching is often required during driving. During this mode switching process, the front driveshaft gearbox shifts, shifting the total wheel-end torque distribution between the front and rear drive motors. This torque redistribution and shifting process can result in torque interruption or even power loss, impacting vehicle stability and safety. Summary of the Invention

[0004] The embodiments of the present application provide a vehicle torque control method, device, equipment, storage medium, and program product, which can improve the stability and safety of the vehicle. The technical solution is as follows:

[0005] In one aspect, an embodiment of the present application provides a method for controlling vehicle torque, the method comprising:

[0006] determining at least one of a drive mode or a gear of the vehicle based on a driving parameter of the vehicle;

[0007] When at least one of the driving mode or the gear position changes, a first wheel-end change torque and a second wheel-end change torque are determined based on a requested wheel-end torque, a first wheel-end torque, a second wheel-end torque, and a correction coefficient, wherein a change trend of the second wheel-end change torque is opposite to that of the first wheel-end change torque, the requested wheel-end torque is a wheel-end torque to be shifted to by the vehicle, the first wheel-end torque and the second wheel-end torque are torques corresponding to different drive motors before the driving mode or the gear position is changed, and the correction coefficient is determined based on a driving scenario of the vehicle and the driving parameters;

[0008] A first torque adjustment step size and a second torque adjustment step size are determined based on the first wheel-end change torque, the second wheel-end change torque, and the driving scenario, the first torque adjustment step size and the second torque adjustment step size are used to adjust the torque of the vehicle, and the vehicle movement is controlled based on the adjusted torque.

[0009] On the other hand, an embodiment of the present application provides a vehicle torque control device, the device comprising:

[0010] a first determining module, configured to determine at least one of a driving mode or a gear position of the vehicle based on a driving parameter of the vehicle;

[0011] a second determination module for determining, when at least one of the drive mode or the gear position changes, a first wheel-end change torque and a second wheel-end change torque based on a requested wheel-end torque, a first wheel-end torque, a second wheel-end torque, and a correction coefficient, wherein a change trend of the second wheel-end change torque is opposite to that of the first wheel-end change torque, the requested wheel-end torque being a wheel-end torque to be shifted to by the vehicle, the first wheel-end torque and the second wheel-end torque being torques corresponding to different drive motors before the drive mode or the gear position changes, and the correction coefficient being determined based on a driving scenario and the driving parameters of the vehicle;

[0012] A control module is configured to determine a first torque adjustment step size and a second torque adjustment step size based on the first wheel-end change torque, the second wheel-end change torque, and the driving scenario, adjust the torque of the vehicle using the first torque adjustment step size and the second torque adjustment step size, and control the movement of the vehicle based on the adjusted torque.

[0013] On the other hand, an embodiment of the present application provides a computer device, which includes a processor and a memory, wherein the memory stores at least one program code, and the at least one program code is loaded and executed by the processor so that the computer device implements any of the above-mentioned vehicle torque control methods.

[0014] On the other hand, a computer-readable storage medium is provided, in which at least one program code is stored. The at least one program code is loaded and executed by a processor to enable a computer to implement any of the above-mentioned vehicle torque control methods.

[0015] On the other hand, a computer program or computer program product is also provided, wherein the computer program or computer program product stores at least one computer instruction, and the at least one computer instruction is loaded and executed by a processor to enable the computer to implement any of the above-mentioned vehicle torque control methods.

[0016] The technical solutions provided by the embodiments of the present application bring at least the following beneficial effects:

[0017] The embodiment of the present application determines the first wheel end change torque and the second wheel end change torque by requesting the wheel end torque, the first wheel end torque, the second wheel end torque and the correction coefficient when the driving mode changes or the gear changes, and determines the correction coefficient according to the driving scene and the driving parameter, so that a more accurate correction coefficient of the vehicle in different driving scenes can be obtained. The change trend of the first wheel end change torque and the second wheel end change torque is opposite, so that the torque interruption in the process of gear shifting and driving mode change can be avoided, and the stability and safety of the vehicle in the driving process can be improved; the torque of the vehicle is adjusted by using the first torque adjustment step and the second torque adjustment step, so that the stability of the vehicle in the torque change process can be improved to a certain extent. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0019] Figure 1 is a schematic diagram of an implementation environment provided by the embodiment of the present application;

[0020] Figure 2 is a flowchart of a vehicle torque control method provided by the embodiment of the present application;

[0021] Figure 3 is a schematic diagram of a vehicle torque control process provided by the embodiment of the present application;

[0022] Figure 4 is a vehicle schematic diagram provided by the embodiment of the present application;

[0023] Figure 5 is a schematic diagram of a vehicle torque control device provided by the embodiment of the present application;

[0024] Figure 6 is a structural schematic diagram of a terminal device provided by the embodiment of the present application;

[0025] Figure 7 is a structural schematic diagram of a server provided by the embodiment of the present application. DETAILED DESCRIPTION

[0026] In order to make the purpose, technical solutions and advantages of the present application more clear, the embodiments of the present application will be further described in detail below with reference to the drawings.

[0027] It should be noted that the terms "first," "second," and the like in this application are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Instead, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0028] Figure 1 This is a schematic diagram of an implementation environment provided by an embodiment of the present application. Figure 1 As shown, the implementation environment may include a vehicle 101 and a vehicle control system 102. The vehicle control system 102 is used to control the vehicle 101 to perform corresponding operations. The vehicle control system 102 may be located in the vehicle 101, for example, the vehicle control system 102 is an on-board terminal; the vehicle control system 102 may also be located outside the vehicle 101, for example, the vehicle control system 102 is a cloud control system.

[0029] The vehicle control system 102 may be an independent server, or the vehicle control system 102 may be a server cluster composed of multiple servers that implement different functions, or the vehicle control system 102 may be a cloud computing center.

[0030] The vehicle 101 may be a four-wheel drive hybrid vehicle with multiple gears. The vehicle 101 may have a front drive motor and a rear drive motor, wherein at least one of the front drive motor and the rear drive motor may control the vehicle to move. For example, the front drive motor and the rear drive motor may simultaneously control the vehicle to move.

[0031] The vehicle 101 may also have a communication function. A communication module supporting wireless communication technology or wired communication technology may be provided in the vehicle 101 . The vehicle 101 exchanges data with the vehicle control system 102 through the communication module.

[0032] Based on the above Figure 1 In the implementation environment shown, the present application embodiment provides a method for controlling vehicle torque. Figure 2 As shown, taking the method applied to a vehicle control system as an example, the method may include steps 201 to 203.

[0033] In step 201 , at least one of a driving mode or a gear of a vehicle is determined based on a driving parameter of the vehicle.

[0034] In an exemplary embodiment of the present application, taking a multi-speed four-wheel drive hybrid vehicle as an example, the front drive motor and the rear drive motor of the vehicle can drive the vehicle simultaneously. The driving parameters of the vehicle are parameters related to the driving state of the vehicle, and may include but are not limited to vehicle speed, accelerator pedal position, engine operating status, power battery state of charge (State of Charge, SOC), drive mode, gear position and driving mode. At least one of the drive mode or gear position can be determined in combination with the driving parameters of the vehicle. The first wheel-end torque and the second wheel-end torque of the vehicle can also be determined using the driving parameters of the vehicle, wherein the wheel-end torque is the torque exerted on the wheels during the movement of the vehicle; the first wheel-end torque can be the wheel-end torque corresponding to the front drive motor of the current vehicle, and the second wheel-end torque can be the wheel-end torque corresponding to the rear drive motor of the current vehicle.

[0035] In one embodiment of the present application, the first wheel-end torque and the second wheel-end torque can be determined based on parameters such as the vehicle speed, accelerator pedal position, engine speed, gear position, etc., and can be obtained through a certain calculation method or by querying a wheel-end torque table. For different vehicles, the calculation method of the first wheel-end torque and the second wheel-end torque may be different; the wheel-end torque table can be obtained through experimental testing or calculation simulation before the vehicle leaves the factory.

[0036] In step 202, when at least one of the drive mode or gear position changes, a first wheel-end change torque and a second wheel-end change torque are determined based on the requested wheel-end torque, the first wheel-end torque, the second wheel-end torque and the correction coefficient. The change trend of the second wheel-end change torque is opposite to that of the first wheel-end change torque. The requested wheel-end torque is the wheel-end torque to which the vehicle is to be converted. The first wheel-end torque and the second wheel-end torque are the torques corresponding to different drive motors before the drive mode or gear position changes. The correction coefficient is determined based on the driving scenario and driving parameters of the vehicle.

[0037] For example, a change in drive mode or gear position can cause a change in the torque applied to the wheel by the drive motor. The requested wheel torque is the torque desired to be applied to the wheels and can be determined based on the driver's driving intent. Conditions that trigger a gear change include, but are not limited to, vehicle speed exceeding a speed threshold range and a change in the slope of the road surface on which the vehicle is traveling that is greater than or equal to a slope change threshold.

[0038] Circumstances in which the drive mode changes include, but are not limited to, at least one of the following: the vehicle's drive mode changes from a single drive motor to two drive motors, the vehicle's drive mode changes from two drive motors to a single drive motor, or a failure of any of the drive motors. For example, the two drive motors may drive the front or rear wheels of the vehicle, respectively, and each drive motor group may include at least one drive motor. This description will be made using the example of each drive motor group including one drive motor.

[0039] For example, if the current driving mode is a single-motor driving mode, the vehicle's driving mode may be changed from single-motor driving to dual-motor driving when at least one of the following is detected: the requested wheel-end torque exceeds a torque threshold range; the vehicle's battery state of charge exceeds a charge threshold range; the vehicle's engine operating state changes; or the change in the slope of the road on which the vehicle is traveling is greater than or equal to a slope change threshold. Alternatively, if the current driving mode is a dual-motor driving mode, the vehicle's driving mode may be changed to single-motor driving when a failure in one of the vehicle's drive motors is detected.

[0040] Among them, a change in gear or a change in drive mode can cause a change in wheel-end torque. That is, the requested wheel-end torque is different from the sum of the first wheel-end torque and the second wheel-end torque. For example, the vehicle speed is less than the minimum speed threshold or the vehicle speed is greater than the maximum speed threshold; the requested wheel-end torque is less than the minimum torque threshold or the requested wheel-end torque is greater than the maximum torque threshold; the vehicle's battery SOC is less than the minimum charge threshold or the vehicle's battery SOC is greater than the maximum charge threshold; the slope value of the vehicle's driving road (uphill or downhill) changes significantly. If any of the following conditions are met, the torque adjustment mechanism can be triggered. For example, when the uphill slope is large, the vehicle is driven by two drive motors instead of a single drive motor to improve the vehicle's power performance and climbing ability.

[0041] When the drive mode change triggers the torque regulation mechanism, that is, when the vehicle is driven from a single drive motor to a two drive motor vehicle, or from a two drive motor vehicle to a single drive motor vehicle, the torque is transmitted to the wheels through a single transmission path or a dual transmission path, thereby independently or cooperatively controlling the torque of the wheels.

[0042] In an exemplary embodiment of the present application, when the driver controls the vehicle to change drive modes or gears, the torque from the vehicle's front drive motor to the wheel ends and the torque from the vehicle's rear drive motor to the wheel ends need to be adjusted. The target gear or target drive mode can be determined based on the vehicle's driving parameters, where the wheel-end torque corresponding to the target gear or target drive mode is the requested wheel-end torque. The target gear is the gear the driver is about to switch to, and the target drive mode is the drive mode the driver is about to switch to. For example, the target gear can be determined based on parameters such as the accelerator pedal position and vehicle speed. If the accelerator pedal is pressed deeper, the target gear may become smaller than the current vehicle gear; if the vehicle speed increases, the target gear may become larger than the current vehicle gear.

[0043] When the vehicle's driving parameters meet the conditions for gear change or drive mode change, the hybrid control unit (HCU) sends the target gear or target drive mode to the transmission control unit (TCU), and the TCU can start gear shift torque intervention; or, if the TCU detects that the target gear is inconsistent with the actual gear or the target drive mode is inconsistent with the actual drive mode, the TCU starts torque intervention.

[0044] It should be noted that this application uses the example of gear change or drive mode change triggering wheel-end torque intervention. Other wheel-end torque intervention situations can also be set based on the actual situation of the vehicle, and this application does not impose any restrictions on this.

[0045] Before the TCU starts torque intervention, the first wheel-end change torque and the second wheel-end change torque may be determined based on the requested wheel-end torque, the first wheel-end torque, the second wheel-end torque, and the first torque change threshold. This process may include steps 2021 and 2022.

[0046] In step 2021 , a third wheel-end variation torque and a fourth wheel-end variation torque are determined based on the requested wheel-end torque, the first wheel-end torque, the second wheel-end torque, and the first torque variation threshold.

[0047] For example, a total amount of wheel-end variable torque can be determined based on a requested wheel-end torque, a first wheel-end torque, and a second wheel-end torque. The total amount of wheel-end variable torque is equal to the requested wheel-end torque minus the first wheel-end torque and the second wheel-end torque. The total amount of wheel-end variable torque can be jointly provided by the vehicle's front and rear drive motors. A first torque variation threshold is less than or equal to a maximum torque variation of the front and rear drive motors, and the first torque variation threshold is less than or equal to the torque from the front drive motor to the wheel or the torque from the rear drive motor to the wheel.

[0048] The third wheel-end variable torque (the amount of torque change from the front drive motor to the wheel end) and the fourth wheel-end variable torque (the amount of torque change from the rear drive motor to the wheel end) can be determined by the total amount of the wheel-end variable torque and the first torque change threshold. The third wheel-end variable torque and the fourth wheel-end variable torque are initial values ​​of the wheel-end variable torque, the sum of the third wheel-end variable torque and the fourth wheel-end variable torque is the total amount of the wheel-end variable torque, the sum of the torque from the front drive motor to the wheel end and the third wheel-end variable torque is less than the maximum value of the torque corresponding to the front drive motor, and the sum of the torque from the rear drive motor to the wheel end and the fourth wheel-end variable torque is less than the maximum value of the torque corresponding to the rear drive motor.

[0049] The embodiments of the present application can, to a certain extent, avoid safety hazards such as wheel slippage or vehicle loss of control due to excessive changes in wheel end torque by preliminarily limiting the change in wheel end torque, thereby improving the safety of the vehicle during driving.

[0050] In an exemplary embodiment of the present application, before correcting the third wheel-end torque and the fourth wheel-end torque, a first correction factor and a second correction factor may be determined based on the driving scenario and driving parameters of the vehicle, and a correction coefficient may be determined using the first correction factor and the second correction factor.

[0051] In one embodiment of the present application, a vehicle driving scenario may include a road environment, and different driving scenarios may correspond to different road environments. For example, driving scenarios may include, but are not limited to, driving in rainy weather, driving in snowy weather, driving on dry roads, and driving on muddy roads. Different driving scenarios have different impacts on the change in wheel-end torque; therefore, different driving scenarios may correspond to different first correction factors. The first correction factor may be obtained based on test data or simulation analysis corresponding to the vehicle.

[0052] For example, on slippery roads, to improve vehicle stability and maneuverability, it is necessary to increase the torque distribution of the rear drive motor. Therefore, the corresponding first correction factor can be determined based on the driving scenario.

[0053] In another embodiment of the present application, driving parameters may include but are not limited to driving modes (such as economy mode, sports mode, snow mode, etc.), vehicle speed, steering angle, acceleration, battery power and temperature. The driving parameters can be used to determine the state of the vehicle. Different vehicle states can correspond to different second correction factors, wherein the second correction factor can be obtained based on the test experimental data or simulation analysis corresponding to the vehicle.

[0054] For example, if driving parameters such as speed and acceleration are used to determine that the vehicle is shifting from a low gear to a high gear, the wheel torque corresponding to the front drive motor can be increased to improve the vehicle's acceleration performance, providing greater traction for the front wheels and propelling the vehicle forward faster. At this time, to maintain vehicle stability, the wheel torque corresponding to the rear drive motor needs to be reduced. The corresponding second correction factor can be determined based on the driving parameters.

[0055] Among them, the degree of influence of the first correction factor and the second correction factor on the wheel-end variable torque can be different. It is also possible to assign different weights to the first correction factor and the second correction factor, use the product of the correction factor and its corresponding weight to obtain the corresponding correction sub-coefficient, and sum the correction sub-coefficients to obtain the final correction coefficient.

[0056] It should be noted that the method of determining the correction coefficient in this application is an example description. The corresponding correction coefficient can also be determined based on the actual situation of the vehicle, and this application does not impose any restrictions on this.

[0057] In step 2022 , the third wheel-end variation torque and the fourth wheel-end variation torque are corrected based on the correction coefficient to obtain the first wheel-end variation torque and the second wheel-end variation torque.

[0058] For example, the correction coefficients may include two coefficients, one for correcting the change in torque from the front drive motor to the wheel ends and the other for correcting the change in torque from the rear drive motor to the wheel ends. After obtaining the correction coefficients, the third and fourth wheel-end varying torques are corrected using the correction coefficients. For example, the third and fourth wheel-end varying torques may be multiplied by their corresponding correction coefficients to obtain the first and second wheel-end varying torques.

[0059] Optionally, after correcting the third and fourth wheel-end varying torques using the correction coefficients, the corrected wheel-end torques of the front and rear drive motors may also be considered. For example, after correcting the third and fourth wheel-end varying torques using the correction coefficients, a first preliminary wheel-end torque and a second preliminary wheel-end torque are obtained. The first preliminary wheel-end torque is the sum of the torque from the front drive motor to the wheel ends of the vehicle and the corrected third wheel-end varying torque, and the second preliminary wheel-end torque is the sum of the torque from the rear drive motor to the wheel ends of the vehicle and the corrected fourth wheel-end varying torque. The third and fourth wheel-end varying torques may be composed of a sign and a value. The sign may include a "+" and a "-" sign. "+" indicates an increasing trend in the wheel-end torque change, while "-" indicates a decreasing trend in the wheel-end torque change. The value of the increased or decreased wheel-end torque is the value of the third and fourth wheel-end varying torques. When the difference between the first and second reserve wheel end torques is greater than or equal to the set torque threshold, the correction coefficient may be further adjusted to make the difference between the first and second reserve wheel end torques less than the set torque threshold.

[0060] By limiting the difference between the first preparation wheel end torque and the second preparation wheel end torque, the difference between the front wheel torque and the rear wheel torque of the vehicle can be reduced, thereby improving the balance and stability of the vehicle during driving.

[0061] When the difference between the first preparatory wheel-end torque and the second preparatory wheel-end torque is less than the set torque threshold, at least one of the third wheel-end change torque and the fourth wheel-end change torque can be directly corrected using the correction coefficient to obtain the first wheel-end change torque and the second wheel-end change torque.

[0062] The exemplary embodiment of the present application corrects the third wheel-end variable torque and the fourth wheel-end variable torque through a correction coefficient to obtain the first wheel-end variable torque and the second wheel-end variable torque, which can improve the accuracy of the first wheel-end variable torque and the second wheel-end variable torque, thereby improving the stability and safety of the vehicle in different driving scenarios and effectively improving the driving experience.

[0063] Exemplarily, in the process of determining the first wheel-end variation torque and the second wheel-end variation torque, the variation trend of the second wheel-end variation torque is opposite to that of the first wheel-end variation torque, and the variation of the sum of the second wheel-end variation torque and the first wheel-end variation torque is less than or equal to the second torque variation threshold.

[0064] For example, when a vehicle is shifting gears or changing drive modes, if the wheel-end torque of the front drive motor increases, the wheel-end torque of the rear drive motor decreases; or if the wheel-end torque of the front drive motor decreases, the wheel-end torque of the rear drive motor increases. The change in the wheel-end torque of the front drive motor is referred to as the first wheel-end variable torque, and the change in the wheel-end torque of the rear drive motor is referred to as the second wheel-end variable torque. The torque delivered to the wheel ends by the rear drive motor is equal to the difference between the requested total wheel-end torque and the torque delivered to the wheel ends by the front drive motor. During the dynamic change of controlled torque, the change in the sum of the second wheel-end variable torque and the first wheel-end variable torque is less than or equal to a second torque change threshold, meaning that the change in the requested total wheel-end torque is less than or equal to the second torque change threshold. The second torque change threshold can be set based on the actual vehicle conditions. For example, the sum of the second wheel-end variable torque and the first wheel-end variable torque remains constant or changes very little.

[0065] In the embodiments of the present application, during the wheel-end torque variation process, the second wheel-end torque variation changes in an opposite direction to the first wheel-end torque variation, but the sum of the two remains constant or varies very little. In the event of a power interruption from the front drive motor, the wheel-end torque from the rear drive motor can compensate, effectively preventing power loss during vehicle operation and thereby improving vehicle stability and safety.

[0066] In step 203, a first torque adjustment step size and a second torque adjustment step size are determined based on the first wheel end change torque, the second wheel end change torque and the driving scenario, the first torque adjustment step size and the second torque adjustment step size are used to adjust the torque of the vehicle, and the vehicle movement is controlled based on the adjusted torque.

[0067] In the exemplary embodiments of the present application, after the first wheel end change torque and the second wheel end change torque are determined, the first reference torque step and the second reference torque step can also be determined based on the first wheel end change torque, the second wheel end change torque and parameters of the vehicle, wherein the first reference torque step is positively correlated with the first wheel end change torque, and the second reference torque step is positively correlated with the second wheel end change torque. That is, the greater the change amount of the wheel end torque, the greater the step of the corresponding reference torque; the smaller the change amount of the wheel end torque, the smaller the step of the corresponding reference torque.

[0068] The total response time of the first wheel end change torque and the second wheel end change torque can be determined by the technical parameters of the vehicle. The total response time of the wheel end change torque can be the total time required from the driver input (such as stepping on the accelerator pedal) to the actual generation of the corresponding torque change of the vehicle.

[0069] Based on the total response time of the wheel end change torque, the response period can be determined, wherein the total response time of the wheel end change torque can include a plurality of response periods. When determining the number of response periods, it can be set based on the actual situation of the vehicle. By using the ratio of the first wheel end change torque, the second wheel end change torque and the response period, the first reference torque step and the second reference torque step can be determined. For example, if the total response time is 200ms and the response period is 10ms, the number of response periods can be determined as 20, and the ratio of the first wheel end change torque, the second wheel end change torque and 20 is used as the first reference torque step and the second reference torque step.

[0070] Exemplarily, in the case that the driving scene changes, the first reference torque step and the second reference torque step can also be adjusted by the driving scene to obtain the first torque adjustment step and the second torque adjustment step.

[0071] In the process of determining the number of response periods, the first reference torque step and the second reference torque step can also be further adjusted based on the parameters corresponding to the driving scene of the vehicle. By road testing and data analysis under different driving conditions, torque response curves under different speeds, loads and road conditions are obtained, and the first reference torque step and the second reference torque step are adjusted by the torque response curves to obtain the first torque adjustment step and the second torque adjustment step.

[0072] For example, if the road condition of the vehicle is poor and frequent torque adjustment is required, the first reference torque step and the second reference torque step can be reduced, that is, the number of response periods is increased, thereby improving the stability of the vehicle. For another example, if the road condition of the vehicle is good, the first reference torque step and the second reference torque step can be increased, that is, the number of response periods is reduced, thereby improving the smoothness and comfort of driving.

[0073] The embodiments of the present application can not only make the vehicle quickly respond to torque adjustment, but also adapt to different road conditions and different driving modes, thereby improving the stability and safety of the vehicle.

[0074] In the exemplary embodiments of the present application, before adjusting the torque of the vehicle based on the first wheel end change torque and the second wheel end change torque, the corresponding driving torque of the driving motor can also be determined. The process of determining the corresponding driving torque of the driving motor can include: determining the first driving torque and the second driving torque based on the first wheel end change torque, the second wheel end change torque, the first wheel end torque, the second wheel end torque and the total speed ratio of the driving motor to the wheel end, the first driving torque being the torque corresponding to the first driving motor, and the second driving torque being the torque corresponding to the second driving motor; sequentially increasing or decreasing the first number of first torque adjustment steps on the first driving torque, and sequentially decreasing or increasing the second number of second torque adjustment steps on the second driving torque.

[0075] For example, the first wheel end change torque is the change torque of the front driving motor to the wheel end, and the second wheel end change torque is the change torque of the rear driving motor to the wheel end. The total speed ratio of the driving motor to the wheel end can represent a parameter of the proportional relationship between the driving motor speed and the wheel speed. Through the total speed ratio of the driving motor to the wheel end, the process of the motor output speed being transmitted to the wheel through the transmission system and affecting the final speed of the wheel can be reflected. For example, based on the motor parameters, gearbox parameters and differential parameters in the driving parameters of the vehicle, the total speed ratio of the driving motor to the wheel end can be obtained by referring to the table.

[0076] The torque and total speed ratio of the driving motor to the wheel end can be used to determine the requested torque of the driving motor. For example, the requested torque of the second driving motor is calculated. The total speed ratio of the driving motor to the wheel end includes the second total speed ratio R2, the first wheel end torque k1, and the second driving torque T2, which satisfies: T2=(k-k1) / R2, wherein k is the requested wheel end torque.

[0077] For example, the first driving motor is the front driving motor, and the second driving motor is the rear driving motor. The second driving torque T2 is the requested torque of the rear driving motor, i.e. the requested torque of the rear driving motor=(requested wheel end total torque-front driving motor to wheel end torque) / total speed ratio of rear driving motor to wheel end. Wherein, the front driving motor to wheel end torque=front driving motor actual torque*gearbox speed ratio*front driving motor main reduction ratio.

[0078] After determining the first driving torque and the second driving torque, the first torque adjustment step and the second torque adjustment step can also be used to control the change in vehicle torque. For example, a first number of first torque adjustment steps are sequentially increased or decreased on the first driving torque, and a second number of second torque adjustment steps are sequentially decreased or increased on the second driving torque, wherein the first number and the second number can be the same or different. Taking the example where the first number and the second number are different, for example, the first number is 15 and the second number is 20, the first driving torque needs to be increased and the second driving torque needs to be decreased, the first driving torque is sequentially increased by 1 first torque adjustment step until the number of increased first torque adjustment steps reaches 15; similarly, the second driving torque is sequentially decreased by 1 second torque adjustment step until the number of decreased second torque adjustment steps reaches 20.

[0079] In embodiments of the present application, when a drive mode or gear position changes, the first wheel-end variable torque and the second wheel-end variable torque are determined by using the requested wheel-end torque, the first wheel-end torque, the second wheel-end torque, and a correction coefficient. The correction coefficient is determined based on the driving scenario and driving parameters, resulting in more accurate correction coefficients for different vehicle driving scenarios. The first wheel-end variable torque and the second wheel-end variable torque have opposite changing trends, which can avoid torque interruptions during gear shifts and drive mode changes, improving vehicle stability and safety. Adjusting the vehicle's torque using the first and second torque adjustment steps can, to a certain extent, improve the smoothness of the vehicle's torque changes.

[0080] In order to better illustrate the method for controlling vehicle torque, the process of controlling the change in vehicle torque when the vehicle speed decreases is taken as an example. Figure 3 FIG. 1 is a schematic diagram of a vehicle torque control process provided by an embodiment of the present application. Figure 3 As shown, during vehicle travel, the vehicle speed decreases. When the vehicle speed decreases to a speed threshold, a change in drive mode and a change in gear can be triggered. For example, at time t1, a drive mode transition is triggered, i.e., the drive mode signal is detected to transition from a low level to a high level. At time t1, a drive motor gear change can also be triggered, i.e., the drive motor gear can be changed from a high gear to a low gear.

[0081] Let's take the gear shifting process as an example. When the ShiftinProgress signal is low, the vehicle is moving in the current gear. When the ShiftinProgress signal is high, it indicates the vehicle is shifting. That is, between t1 and t2, the vehicle shifts from one gear to another, and at t2, the shift is complete.

[0082] During the gear shifting process, the HCU can send the change status of the driving request gear to the TCU, and the TCU controls the vehicle's torque. The HCU can generate an HCU front motor torque request signal and an HCU rear motor torque request signal based on the change status of the driving request gear, and send the front motor torque request signal and the rear motor torque request signal to the TCU. The TCU controls the torque of the front drive motor and the rear drive motor respectively according to the front motor torque request signal and the rear motor torque request signal. The change status of the torque of the front drive motor and the rear drive motor are opposite. For example, during the gear shifting process, the torque of the front drive motor increases and the torque of the rear drive motor decreases. At the end of the gear shifting, the HCU requests the synchronizer to change its state, for example, the HCU requests the synchronizer to jump to indicate that the gear shifting is complete.

[0083] Figure 4 This is a schematic diagram of a vehicle provided in an embodiment of the present application. Figure 4 As shown, the vehicle may include a transmitter 401, a clutch 402, an integrated starter and generator (ISG) 403, a three-speed hybrid drive transmission (3DHT) 404, a front drive motor (TMF) 405, a differential 406, front wheels 407, a rear drive motor (TMR) 408 and rear wheels 409.

[0084] For example, controlling vehicle torque changes during a drive mode change is described. During this drive mode, engine 401 is disconnected from the transmission via clutch 402, and front drive motor 405 is disconnected from front wheels 407. ISG 403 controls the speed of engine 401 to prepare for the drive mode change. In other words, front drive motor 405 is not operating at this point. 3DHT 404 selects the appropriate drive mode based on the vehicle's driving parameters.

[0085] For example, if the vehicle driving mode is selected based on the vehicle's driving parameters, in which both the front drive motor 405 and the rear drive motor 408 drive the vehicle, the vehicle control system will send control signals to the front drive motor 405 and the rear drive motor 408 to adjust the torque output by the motors. For example, by adjusting the torque change (increase or decrease) of the front drive motor 405 and the rear drive motor 408, the torque output by the motors is adjusted to assist in completing the drive mode change.

[0086] After the drive mode is changed, clutch 402 reengages, and engine 401 power is transmitted through 3DHT 404 and differential 406, ultimately acting on front wheels 407 and rear wheels 409, propelling the vehicle to continue moving in the changed drive mode and torque. The coordinated operation of various components throughout the drive mode change process achieves smooth torque adjustment, ensuring driving comfort and safety.

[0087] It should be noted that the process by which the front drive motor and the rear drive motor can control the increase or decrease of the torque has been described in detail in steps 201 to 203 and will not be elaborated on here.

[0088] The present application also provides a vehicle torque control device. Figure 5 Schematic diagram of a vehicle torque control device provided by an embodiment of the present application. Figure 5 As shown, the device includes:

[0089] a first determining module 501 for determining at least one of a driving mode or a gear position of the vehicle based on a driving parameter of the vehicle;

[0090] a second determination module 502 for determining, when at least one of a drive mode or a gear position changes, a first wheel-end change torque and a second wheel-end change torque based on a requested wheel-end torque, a first wheel-end torque, a second wheel-end torque, and a correction coefficient, wherein the second wheel-end change torque has an opposite trend to the first wheel-end change torque, the requested wheel-end torque being the wheel-end torque to which the vehicle is to be switched, the first wheel-end torque and the second wheel-end torque being torques corresponding to different drive motors before the drive mode or gear position changes, and the correction coefficient being determined based on a driving scenario and driving parameters of the vehicle;

[0091] The control module 503 is used to determine a first torque adjustment step size and a second torque adjustment step size based on the first wheel end change torque, the second wheel end change torque and the driving scenario, use the first torque adjustment step size and the second torque adjustment step size to adjust the torque of the vehicle, and control the movement of the vehicle based on the adjusted torque.

[0092] In one possible implementation, the second determining module 502 is further configured to determine a first correction factor and a second correction factor based on a driving scenario and driving parameters of the vehicle, and determine a correction coefficient using the first correction factor and the second correction factor;

[0093] A second determination module 502 is configured to determine a third wheel-end variation torque and a fourth wheel-end variation torque based on the requested wheel-end torque, the first wheel-end torque, the second wheel-end torque, and the first torque variation threshold;

[0094] The third wheel-end variation torque and the fourth wheel-end variation torque are corrected based on the correction coefficient to obtain the first wheel-end variation torque and the second wheel-end variation torque.

[0095] In one possible implementation, the control module 503 is used to determine a first reference torque step and a second reference torque step based on the first wheel-end change torque, the second wheel-end change torque and technical parameters of the vehicle, wherein the first reference torque step is positively correlated with the first wheel-end change torque, and the second reference torque step is positively correlated with the second wheel-end change torque; when the driving scenario changes, the first reference torque step and the second reference torque step are adjusted using the driving scenario to obtain a first torque adjustment step and a second torque adjustment step.

[0096] In a possible implementation, a change in the sum of the second wheel-end variation torque and the first wheel-end variation torque is less than or equal to a second torque variation threshold.

[0097] In one possible implementation, the control module 503 is further configured to determine a first driving torque and a second driving torque based on the first wheel-end varying torque, the second wheel-end varying torque, the first wheel-end torque, the second wheel-end torque, and a total speed ratio from the drive motor to the wheel end, where the first driving torque is the torque corresponding to the first drive motor, and the second driving torque is the torque corresponding to the second drive motor.

[0098] The control module 503 is configured to sequentially increase or decrease a first number of first torque adjustment steps on a first driving torque of the vehicle, and sequentially decrease or increase a second number of second torque adjustment steps on a second driving torque of the vehicle.

[0099] In one possible implementation, the driving mode changes include: the vehicle's driving mode changes from being driven by a single drive motor to being driven by two drive motors, the vehicle's driving mode changes from being driven by two drive motors to being driven by a single drive motor, or at least one of any one of the drive motors fails.

[0100] The vehicle torque control device of an embodiment of the present application determines a first wheel-end variable torque and a second wheel-end variable torque by using the requested wheel-end torque, the first wheel-end torque, the second wheel-end torque, and a correction coefficient when a drive mode or gear position changes. The correction coefficient is determined based on the driving scenario and driving parameters, resulting in more accurate correction coefficients for different vehicle driving scenarios. The first wheel-end variable torque and the second wheel-end variable torque have opposite changing trends, which can avoid torque interruptions during gear shifts and drive mode changes, thereby improving vehicle stability and safety during driving. Adjusting the vehicle's torque using the first and second torque adjustment steps can, to a certain extent, improve the smoothness of the vehicle's torque changes.

[0101] It should be understood that the above-mentioned device is merely an example of the division of the above-mentioned functional modules when implementing its functions. In actual applications, the above-mentioned 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 device and method embodiments provided in the above embodiments are based on the same concept. The specific implementation process is detailed in the method embodiment and will not be repeated here.

[0102] Figure 6 2 is a schematic diagram of the structure of a terminal device 2100 provided in an embodiment of the present application. The terminal device 2100 can be any electronic device that can interact with a user through one or more methods such as a keyboard, touchpad, remote control, voice interaction, or handwriting device. For example, a PC (Personal Computer), a mobile phone, a smart phone, a PDA (Personal Digital Assistant), a wearable device, a PPC (Pocket PC), a tablet computer, a smart car computer, a smart TV, a smart speaker, a smart watch, etc.

[0103] Typically, the terminal device 2100 includes: a processor 2101 and a memory 2102 .

[0104] The processor 2101 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 2101 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor 2101 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 2101 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 2101 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0105] Memory 2102 may include one or more computer-readable storage media, which may be non-transitory. Memory 2102 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices and flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in memory 2102 is used to store at least one instruction, which is executed by processor 2101 to implement the vehicle torque control method provided in the method embodiment of the present application.

[0106] In some embodiments, the terminal device 2100 may optionally include a peripheral device interface 2103 and at least one peripheral device. The processor 2101, memory 2102, and peripheral device interface 2103 may be connected via a bus or signal lines. Each peripheral device may be connected to the peripheral device interface 2103 via a bus, signal lines, or circuit boards. Specifically, the peripheral device may include at least one of a radio frequency circuit 2104, a display screen 2105, a camera assembly 2106, an audio circuit 2107, and a power supply 2108.

[0107] The peripheral device interface 2103 can be used to connect at least one I / O (Input / Output)-related peripheral device to the processor 2101 and the memory 2102. In some embodiments, the processor 2101, the memory 2102, and the peripheral device interface 2103 are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor 2101, the memory 2102, and the peripheral device interface 2103 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0108] The RF circuit 2104 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 2104 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 2104 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals into electrical signals. Optionally, the RF circuit 2104 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, and the like. The RF circuit 2104 can communicate with other terminal devices via at least one wireless communication protocol. Such wireless communication protocols include, but are not limited to, the World Wide Web, metropolitan area networks, intranets, various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks, and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 2104 may also include circuitry related to NFC (Near Field Communication), which is not limited in this application.

[0109] The display screen 2105 is used to display a UI (User Interface). The UI may include graphics, text, icons, videos, and any combination thereof. When the display screen 2105 is a touch screen display, the display screen 2105 also has the ability to collect touch signals on the surface or above the surface of the display screen 2105. The touch signal can be input as a control signal to the processor 2101 for processing. In this case, the display screen 2105 can also be used to provide virtual buttons and / or virtual keyboards, also known as soft buttons and / or soft keyboards. In some embodiments, there can be one display screen 2105, which is set on the front panel of the terminal device 2100; in other embodiments, there can be at least two display screens 2105, which are respectively set on different surfaces of the terminal device 2100 or in a folding design; in other embodiments, the display screen 2105 can be a flexible display screen, which is set on the curved surface or folding surface of the terminal device 2100. Even more, the display screen 2105 can be set to a non-rectangular irregular shape, that is, a special-shaped screen. The display screen 2105 can be made of materials such as LCD (Liquid Crystal Display) and OLED (Organic Light-Emitting Diode).

[0110] The camera assembly 2106 is used to capture images or videos. Optionally, the camera assembly 2106 includes a front camera and a rear camera. Typically, the front camera is arranged on the front panel of the terminal device 2100, and the rear camera is arranged on the back of the terminal device 2100. In some embodiments, there are at least two rear cameras, which are any one of a main camera, a depth of field camera, a wide-angle camera, and a telephoto camera, so as to realize the fusion of the main camera and the depth of field camera to realize the background blur function, the fusion of the main camera and the wide-angle camera to realize panoramic shooting and VR (Virtual Reality) shooting function or other fusion shooting functions. In some embodiments, the camera assembly 2106 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 cold light flash, which can be used for light compensation under different color temperatures.

[0111] The audio circuit 2107 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, and convert the sound waves into electrical signals that are input into the processor 2101 for processing, or input into the radio frequency circuit 2104 to achieve voice communication. For the purpose of stereo sound collection or noise reduction, there can be multiple microphones, each located in different parts of the terminal device 2100. The microphone can also be an array microphone or an omnidirectional collection microphone. The speaker is used to convert the electrical signal from the processor 2101 or the radio frequency circuit 2104 into sound waves. The speaker can be a traditional thin film speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can not only convert the electrical signal into sound waves audible to humans, but also convert the electrical signal into sound waves inaudible to humans for purposes such as ranging. In some embodiments, the audio circuit 2107 may also include a headphone jack.

[0112] Power supply 2108 is used to power various components in terminal device 2100. Power supply 2108 can be AC ​​power, DC power, a disposable battery, or a rechargeable battery. When power supply 2108 includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery that is charged via a wired line, while a wireless rechargeable battery is a battery that is charged via a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0113] In some embodiments, the terminal device 2100 further includes one or more sensors 2110 , including but not limited to: an acceleration sensor 2111 , a gyroscope sensor 2112 , a pressure sensor 2113 , an optical sensor 2114 , and a proximity sensor 2115 .

[0114] The accelerometer 2111 can detect the magnitude of acceleration along the three coordinate axes of the coordinate system established by the terminal device 2100. For example, the accelerometer 2111 can be used to detect the components of gravity acceleration along the three coordinate axes. The processor 2101 can control the display screen 2105 to display the user interface in a landscape or portrait view based on the gravity acceleration signal collected by the accelerometer 2111. The accelerometer 2111 can also be used to collect game or user motion data.

[0115] The gyroscope sensor 2112 can detect the body orientation and rotation angle of the terminal device 2100. The gyroscope sensor 2112 can work with the acceleration sensor 2111 to collect the user's 3D movements of the terminal device 2100. Based on the data collected by the gyroscope sensor 2112, the processor 2101 can implement the following functions: motion sensing (such as changing the UI based on the user's tilt operation), image stabilization during shooting, game control, and inertial navigation.

[0116] The pressure sensor 2113 can be set on the side frame of the terminal device 2100 and / or the lower layer of the display screen 2105. When the pressure sensor 2113 is set on the side frame of the terminal device 2100, it can detect the user's grip signal of the terminal device 2100, and the processor 2101 performs left and right hand recognition or shortcut operations based on the grip signal collected by the pressure sensor 2113. When the pressure sensor 2113 is set on the lower layer of the display screen 2105, the processor 2101 controls the operable controls on the UI interface based on the user's pressure operation on the display screen 2105. The operable controls include at least one of a button control, a scroll bar control, an icon control, and a menu control.

[0117] Optical sensor 2114 is used to detect ambient light intensity. In one embodiment, processor 2101 can control the display brightness of display screen 2105 based on the ambient light intensity detected by optical sensor 2114. Specifically, when the ambient light intensity is high, the display brightness of display screen 2105 is increased; when the ambient light intensity is low, the display brightness of display screen 2105 is decreased. In another embodiment, processor 2101 can also dynamically adjust the shooting parameters of camera assembly 2106 based on the ambient light intensity detected by optical sensor 2114.

[0118] The proximity sensor 2115, also known as a distance sensor, is typically located on the front panel of the terminal device 2100. The proximity sensor 2115 is used to detect the distance between the user and the front of the terminal device 2100. In one embodiment, when the proximity sensor 2115 detects that the distance between the user and the front of the terminal device 2100 is gradually decreasing, the processor 2101 controls the display screen 2105 to switch from the screen-on state to the screen-off state. When the proximity sensor 2115 detects that the distance between the user and the front of the terminal device 2100 is gradually increasing, the processor 2101 controls the display screen 2105 to switch from the screen-off state to the screen-on state.

[0119] Those skilled in the art will understand that Figure 6 The structure shown in does not constitute a limitation on the terminal device 2100, and may include more or fewer components than shown in the figure, or combine certain components, or adopt a different component arrangement.

[0120] Figure 7 2 is a schematic diagram of the structure of a server provided in an embodiment of the present application. The server 2200 may vary significantly due to different configurations or performance, and may include one or more processors 2201 and one or more memories 2202. The one or more memories 2202 store at least one program code, which is loaded and executed by the one or more processors 2201 to implement the vehicle torque control methods provided in the various method embodiments described above. Of course, the server 2200 may also include components such as a wired or wireless network interface, a keyboard, and input / output interfaces for input and output. The server 2200 may also include other components for implementing device functions, which are not detailed here.

[0121] In an exemplary embodiment, a computer-readable storage medium is further provided, in which at least one program code is stored. The at least one program code is loaded and executed by a processor to enable a computer to implement any of the above-mentioned vehicle torque control methods.

[0122] Optionally, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, or the like.

[0123] In an exemplary embodiment, a computer program or computer program product is also provided. The computer program or computer program product stores at least one computer instruction, which is loaded and executed by a processor to enable the computer to implement any of the above-mentioned vehicle torque control methods.

[0124] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, storage, display, etc.), and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use, and processing of relevant data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, the vehicle driving parameters and requested wheel-end torque involved in this application are all obtained with full authorization.

[0125] It should be understood that the term "plurality" used herein refers to two or more. "And / or" describes a relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can mean: A exists alone, A and B exist simultaneously, or B exists alone. The character " / " generally indicates an "or" relationship between the associated objects.

[0126] The above description is merely an exemplary embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A method for controlling vehicle torque, characterized in that: The method comprises: determining at least one of a drive mode or a gear of the vehicle based on a driving parameter of the vehicle; When at least one of the driving mode or the gear position changes, a first wheel-end change torque and a second wheel-end change torque are determined based on a requested wheel-end torque, a first wheel-end torque, a second wheel-end torque, and a correction coefficient, wherein a change trend of the second wheel-end change torque is opposite to that of the first wheel-end change torque, the requested wheel-end torque is a wheel-end torque to be shifted to by the vehicle, the first wheel-end torque and the second wheel-end torque are torques corresponding to different drive motors before the driving mode or the gear position is changed, and the correction coefficient is determined based on a driving scenario of the vehicle and the driving parameters; A first torque adjustment step size and a second torque adjustment step size are determined based on the first wheel-end change torque, the second wheel-end change torque, and the driving scenario, the first torque adjustment step size and the second torque adjustment step size are used to adjust the torque of the vehicle, and the vehicle movement is controlled based on the adjusted torque.

2. The method according to claim 1, characterized in that Before determining the first wheel-end variation torque and the second wheel-end variation torque based on the requested wheel-end torque, the first wheel-end torque, the second wheel-end torque and the correction coefficient, the method further includes: determining a first correction factor and a second correction factor based on the driving scenario of the vehicle and the driving parameter, and determining the correction coefficient using the first correction factor and the second correction factor; The determining of the first wheel-end variation torque and the second wheel-end variation torque based on the requested wheel-end torque, the first wheel-end torque, the second wheel-end torque and the correction coefficient includes: determining a third wheel-end variation torque and a fourth wheel-end variation torque based on the requested wheel-end torque, the first wheel-end torque, the second wheel-end torque, and a first torque variation threshold; The third wheel-end variation torque and the fourth wheel-end variation torque are corrected based on the correction coefficient to obtain the first wheel-end variation torque and the second wheel-end variation torque.

3. The method according to claim 1, characterized in that The determining of the first torque adjustment step size and the second torque adjustment step size based on the first wheel end variation torque, the second wheel end variation torque and the driving scenario includes: determining a first reference torque step and a second reference torque step based on the first wheel-end variation torque, the second wheel-end variation torque, and technical parameters of the vehicle, wherein the first reference torque step is positively correlated with the first wheel-end variation torque, and the second reference torque step is positively correlated with the second wheel-end variation torque; When the driving scenario changes, the first reference torque step size and the second reference torque step size are adjusted using the driving scenario to obtain the first torque adjustment step size and the second torque adjustment step size.

4. The method according to claim 1, wherein A change in the sum of the second wheel-end variation torque and the first wheel-end variation torque is less than or equal to a second torque variation threshold.

5. The method according to any one of claims 1 to 4, characterized in that: After determining the first torque adjustment step and the second torque adjustment step based on the first wheel end variation torque, the second wheel end variation torque and the driving scenario, the method further includes: Determine a first driving torque and a second driving torque based on the first wheel-end varying torque, the second wheel-end varying torque, the first wheel-end torque, the second wheel-end torque, and a total speed ratio from the drive motor to the wheel end, wherein the first driving torque is the torque corresponding to the first drive motor and the second driving torque is the torque corresponding to the second drive motor; The adjusting the torque of the vehicle by using the first torque adjustment step size and the second torque adjustment step size includes: A first number of the first torque adjustment steps is sequentially increased or decreased on the first driving torque of the vehicle, and a second number of the second torque adjustment steps is sequentially decreased or increased on the second driving torque of the vehicle.

6. The method according to any one of claims 1 to 4, characterized in that: The situations in which the driving mode changes include: the driving mode of the vehicle changes from being driven by a single drive motor to being driven by two drive motors, the driving mode of the vehicle changes from being driven by two drive motors to being driven by a single drive motor, or any one of the drive motors fails.

7. A vehicle torque control device, characterized in that: The device comprises: a first determining module, configured to determine at least one of a driving mode or a gear position of the vehicle based on a driving parameter of the vehicle; a second determination module for determining, when at least one of the drive mode or the gear position changes, a first wheel-end change torque and a second wheel-end change torque based on a requested wheel-end torque, a first wheel-end torque, a second wheel-end torque, and a correction coefficient, wherein a change trend of the second wheel-end change torque is opposite to that of the first wheel-end change torque, the requested wheel-end torque being a wheel-end torque to be shifted to by the vehicle, the first wheel-end torque and the second wheel-end torque being torques corresponding to different drive motors before the drive mode or the gear position changes, and the correction coefficient being determined based on a driving scenario and the driving parameters of the vehicle; A control module is configured to determine a first torque adjustment step size and a second torque adjustment step size based on the first wheel-end change torque, the second wheel-end change torque, and the driving scenario, adjust the torque of the vehicle using the first torque adjustment step size and the second torque adjustment step size, and control the movement of the vehicle based on the adjusted torque.

8. A computer device, characterized in that: The computer device includes a processor and a memory, wherein the memory stores at least one program code, and the at least one program code is loaded and executed by the processor so that the computer device implements the vehicle torque control method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores at least one program code, and the at least one program code is loaded and executed by the processor to enable the computer to implement the vehicle torque control method according to any one of claims 1 to 6.

10. A computer program product, characterized in that The computer program product stores at least one computer instruction, which is loaded and executed by a processor to enable a computer to implement the vehicle torque control method according to any one of claims 1 to 6.

Images