Torque control method, device, electronic equipment and vehicle in single pedal mode

Abstract

The present application relates to the field of vehicle control, and provides a torque control method, device, electronic device and vehicle in a single-pedal mode. The method includes: in the single-pedal mode, obtaining the current vehicle driving parameters; determining the target slope compensation torque according to the current vehicle driving parameters, and using the target slope compensation torque to perform torque compensation on the motor request torque; when it is determined that the vehicle meets the single-pedal initial braking condition, obtaining the actual motor request torque; in response to the absolute value of the actual motor request torque being less than the target torque threshold, determining that the vehicle meets the single-pedal braking condition, activating the motor controller to implement vehicle braking. During the braking implementation process, the deviation between the actual motor request torque and the target torque threshold is small, which can reduce the situation of torque zero-crossing adjustment, make the vehicle more stable, reduce frustration, reduce the risk of sliding downhill, and improve the driving experience.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a torque control method, device, electronic equipment and vehicle in a single-pedal mode. Background Art

[0002] Currently, more and more vehicles are equipped with a single-pedal mode. In the single-pedal mode, the vehicle can be braked to a stop by releasing the accelerator pedal.

[0003] However, the braking process in the general single-pedal mode will be affected by the slope, which may easily cause problems such as jerking, or the braking time may be too long, or it may easily cause sliding when going uphill or downhill. Summary of the invention

[0004] In view of this, the purpose of this application is to propose a torque control method, device, electronic equipment and vehicle in single-pedal mode, so as to solve the problem that during the braking process in the current single-pedal mode, the vehicle is easily jerked due to the influence of the slope, or the braking time is too long, and the single-pedal control braking is not as fast as the brake pedal braking response.

[0005] Based on the above purpose, the present application provides a torque control method in a single-pedal mode, comprising:

[0006] In single-pedal mode, obtain the current vehicle driving parameters;

[0007] Determining a target slope compensation torque according to the current vehicle driving parameters, and using the target slope compensation torque to perform torque compensation on the motor request torque;

[0008] When it is determined that the vehicle meets the single-pedal initial braking condition, the actual requested torque of the motor after torque compensation is obtained, wherein the initial braking condition is the braking condition of the single-pedal mode on a flat road;

[0009] In response to the absolute value of the actual requested torque of the motor being less than the target torque threshold, it is determined that the vehicle meets the single-pedal braking condition, and the motor controller is activated to implement vehicle braking.

[0010] In some embodiments, the current vehicle driving parameters include: motor request torque, current slope and current first vehicle speed; the slope compensation torque corresponding to each motor request torque, each slope and each vehicle speed is stored in the database in advance;

[0011] The step of determining the target slope compensation torque according to the current vehicle driving parameters comprises:

[0012] According to the motor requested torque, the current slope and the first vehicle speed, the corresponding target slope compensation torque is retrieved from the database.

[0013] In some embodiments, a first data map consisting of a first slope compensation torque corresponding to each requested torque and each vehicle speed, and a second data map consisting of a second slope compensation torque corresponding to each slope and each vehicle speed are pre-stored in a database;

[0014] The step of determining the target slope compensation torque according to the current vehicle driving parameters comprises:

[0015] Retrieving a corresponding first target slope compensation torque from a first data map in a database according to the motor request torque and the first vehicle speed;

[0016] Retrieving a corresponding second target slope compensation torque from a second data map in a database according to the current slope and the first vehicle speed;

[0017] The product of the first target slope compensation torque and the second target slope compensation torque is used as the target slope compensation torque.

[0018] In some embodiments, torque thresholds corresponding to various slopes and various vehicle speeds are stored in advance in a database;

[0019] Before responding to the motor actual request torque being less than the target torque threshold, the method further includes:

[0020] A target torque threshold corresponding to the current slope and the current first vehicle speed is retrieved from a database.

[0021] In some embodiments, in response to the actual requested torque of the motor being less than the target torque threshold, determining that the vehicle meets the single-pedal braking condition, and activating the motor controller to implement vehicle braking include:

[0022] When the vehicle is in an uphill driving condition, it is determined that the actual requested torque of the motor after torque compensation is a positive value;

[0023] In response to the positive actual motor request torque being less than the target torque threshold, it is determined that the vehicle meets the single-pedal braking condition, and an activation signal is sent to the motor controller so that the motor controller adjusts the positive actual motor request torque to the target hill-holding positive torque.

[0024] In some embodiments, in response to the actual requested torque of the motor being less than the target torque threshold, determining that the vehicle meets the single-pedal braking condition, and activating the motor controller to implement vehicle braking include:

[0025] When the vehicle is in a downhill driving condition, it is determined that the actual requested torque of the motor after torque compensation is a negative value;

[0026] In response to the absolute value of the actual motor request torque being less than the target torque threshold, it is determined that the vehicle meets the single-pedal braking condition, and an activation signal is sent to the motor controller so that the motor controller adjusts the negative actual motor request torque to the target hill-holding negative torque.

[0027] In some embodiments, the process of activating the motor controller to implement vehicle braking also includes:

[0028] Obtaining a second current vehicle speed of the vehicle and determining that the second vehicle speed is less than a vehicle speed threshold; or obtaining a current motor speed of the vehicle and determining that an absolute value of the current motor speed is less than a speed threshold;

[0029] The current motor request torque is obtained, and it is determined that the absolute value of the current motor request torque is less than the parking torque threshold, automatic parking is performed, and after the automatic parking is completed, the motor controller is controlled to stop implementing vehicle braking.

[0030] Based on the same inventive concept, the present disclosure also provides a torque control device in a single-pedal mode, comprising:

[0031] A driving parameter acquisition module is configured to acquire current vehicle driving parameters in single-pedal mode;

[0032] a torque compensation module configured to determine a target slope compensation torque according to the current vehicle driving parameters, and to perform torque compensation on the motor request torque using the target slope compensation torque;

[0033] The motor actual requested torque acquisition module is configured to acquire the motor actual requested torque after torque compensation when determining that the vehicle meets the single-pedal initial braking condition, wherein the initial braking condition is the braking condition of the single-pedal mode on a flat road;

[0034] The brake control module is configured to determine that the vehicle meets the single-pedal brake condition in response to the absolute value of the actual requested torque of the motor being less than the target torque threshold, and activate the motor controller to implement vehicle brake through torque regulation.

[0035] In some embodiments, the current vehicle driving parameters include: motor request torque, current slope and current first vehicle speed; the slope compensation torque corresponding to each motor request torque, each slope and each vehicle speed is stored in the database in advance;

[0036] The torque compensation module is specifically configured as follows:

[0037] According to the motor requested torque, the current slope and the first vehicle speed, the corresponding target slope compensation torque is retrieved from the database.

[0038] In some embodiments, a first data map consisting of a first slope compensation torque corresponding to each requested torque and each vehicle speed, and a second data map consisting of a second slope compensation torque corresponding to each slope and each vehicle speed are pre-stored in a database;

[0039] The torque compensation module is further configured as follows:

[0040] According to the motor requested torque and the first vehicle speed, the corresponding first target slope compensation torque is retrieved from the first data map in the database; according to the current slope and the first vehicle speed, the corresponding second target slope compensation torque is retrieved from the second data map in the database; the product of the first target slope compensation torque and the second target slope compensation torque is used as the target slope compensation torque.

[0041] In some embodiments, torque thresholds corresponding to various slopes and various vehicle speeds are stored in advance in a database;

[0042] The device further includes: a target torque threshold determination module, configured to:

[0043] In response to the actual motor request torque being less than the target torque threshold, a target torque threshold corresponding to the current slope and the current first vehicle speed is retrieved from a database.

[0044] In some embodiments, the brake control module is specifically configured as follows:

[0045] When the vehicle is in an uphill driving condition, it is determined that the actual requested torque of the motor after torque compensation is a positive value;

[0046] In response to the positive actual motor request torque being less than the target torque threshold, it is determined that the vehicle meets the single-pedal braking condition, and an activation signal is sent to the motor controller so that the motor controller adjusts the positive actual motor request torque to the target hill-holding positive torque.

[0047] In some embodiments, the brake control module is further configured to:

[0048] When the vehicle is in a downhill driving condition, it is determined that the actual requested torque of the motor after torque compensation is a negative value;

[0049] In response to the absolute value of the actual motor request torque being less than the target torque threshold, it is determined that the vehicle meets the single-pedal braking condition, and an activation signal is sent to the motor controller so that the motor controller adjusts the negative actual motor request torque to the target hill-holding negative torque.

[0050] In some embodiments, the device further comprises: an automatic parking module configured to:

[0051] During the process of activating the motor controller to implement the vehicle braking, the second vehicle speed is obtained, and it is determined that the second vehicle speed is less than the vehicle speed threshold; or the current motor speed of the vehicle is obtained, and it is determined that the absolute value of the current motor speed is less than the speed threshold;

[0052] The current motor torque is obtained, and it is determined that the absolute value of the current motor torque is less than the parking torque threshold, automatic parking is performed, and after the automatic parking is completed, the motor controller is controlled to stop implementing the vehicle braking.

[0053] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0054] Based on the same inventive concept, the present disclosure also provides a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable a computer to execute the method as described above.

[0055] Based on the same inventive concept, the present application also provides a vehicle, comprising the device as described above or the electronic device as described above.

[0056] From the above, it can be seen that the torque control method, device, electronic device and vehicle in the single-pedal mode provided by the present application, in the single-pedal mode, the most suitable target slope compensation torque will be determined according to the current vehicle driving parameters during the vehicle driving process, and torque compensation can be performed using the target slope compensation torque, so that when the vehicle meets the single-pedal initial braking condition, the vehicle tends to stop steadily, and the current actual motor request torque after torque compensation has a small deviation from the target torque threshold. When the absolute value of the actual motor request torque is less than the target torque threshold, it is determined that the single-pedal braking condition is met, and the motor controller will be controlled to implement the vehicle braking process through torque adjustment. During the braking implementation process, the actual motor request torque has a small deviation from the target torque threshold, which can reduce the torque zero adjustment situation, make the vehicle more stable, reduce frustration, reduce the risk of rolling, and improve the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0058] Figure 1A flowchart of a torque control method in a single-pedal mode according to an embodiment of the present application;

[0059] Figure 2 It is a structural block diagram of the torque control device in the single pedal mode of an embodiment of the present application;

[0060] Figure 3 A schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0061] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0062] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0063] Glossary:

[0064] VCU, Vehicle control unit, vehicle controller.

[0065] MCU, Microcontroller Unit, microcontroller unit, that is, motor controller.

[0066] AVH, AUTOHOLD, automatic parking.

[0067] EPB, Electrical Park Brake, electronic parking brake system.

[0068] Current vehicles (e.g., new energy vehicles) generally add a single-pedal mode to enhance the user experience. One of the main functions in the single-pedal mode is that only by releasing the accelerator pedal and without stepping on the brake pedal, the vehicle can be braked to a stop through motor control. However, in some cases, when the motor controller MCU controls the motor to perform the braking operation, the vehicle may first roll backward or forward and then the vehicle can be controlled to park, which affects the user's driving and riding experience. The specific problem description is as follows:

[0069] 1. The driver activates the single-pedal mode by selecting it through the screen.

[0070] 2. In the single-pedal mode, the vehicle control unit VCU determines whether to send a signal to activate the braking function of the MCU based on some conditions. After receiving the request signal to activate the braking control, the MCU switches to the braking control mode. The MCU adjusts the motor torque and speed by using the PI control method for the motor speed, aiming to reduce the motor speed to 0 rpm, which means the vehicle is in the parked state. During the activation period of the MCU braking control mode, the MCU no longer responds to the torque request sent by the VCU.

[0071] 3. Three of the conditions for the current VCU to determine that the MCU needs to activate the braking control mode are (all of the following three conditions must be met for activation; the remaining activation conditions are not relevant to this application and will not be listed in detail):

[0072] The first condition: The vehicle is in D gear;

[0073] The second condition: Vehicle speed < threshold A1 (e.g., 3 kph);

[0074] The third condition: Accelerator pedal opening < B1 (e.g., 3%).

[0075] 4. Two of the conditions for the current VCU to determine that the MCU needs to exit the braking control mode are (either of the following two conditions is met to exit; the remaining exit conditions are not relevant to this application and will not be listed in detail):

[0076] The first condition: Vehicle speed > threshold A2 (e.g., 5 kph);

[0077] The second condition: Accelerator pedal opening > B2 (e.g., 5%) and VCU requested torque > motor actual torque.

[0078] 5. One of the characteristics of the motor is that it can achieve two states: driving torque and regenerative torque. Taking D gear as an example, the driving torque can accelerate the vehicle, generally represented by positive torque; while the regenerative torque can decelerate the vehicle and charge the battery at the same time, generally represented by negative torque;

[0079] From the activation conditions of the MCU brake control mode in step 3 and the exit conditions of the MCU brake control mode in step 4, it can be seen that in the activation conditions, there is no comparison and judgment logic between the VCU requested torque and the actual motor torque. As a result, when the VCU requests the MCU brake function to be activated, the actual motor torque value is not uniform, which may be positive or negative.

[0080] In the uphill road condition of D gear, due to the downward slope resistance, when the MCU brake function finally stops the vehicle on the slope, the slope-holding torque output to the motor should be positive torque to prevent the vehicle from sliding backwards;

[0081] Similarly, in the downhill road condition in D gear, due to the downward slope resistance, when the MCU brake function finally stops the vehicle on the slope, the slope-holding torque output to the motor should be a negative torque to prevent the vehicle from sliding down;

[0082] At the same time, the motor has another characteristic. There is a backlash in the gears in the motor transmission chain. If the motor torque passes through zero (positive to negative or negative to positive torque), the meshing surface of the gear will change. If the motor commutation rate is too fast, an impact will be generated when the meshing surface changes, causing the driver to feel the vehicle jerk and the driving feel to deteriorate.

[0083] 6. When the vehicle is in D gear and driving uphill (with the front of the vehicle facing upward), and the driver wants to park the vehicle by using the single-pedal MCU brake stop function without using the brake pedal in single-pedal mode, the VCU vehicle controller sends an activation request signal to the MCU after determining that the activation conditions are met. However, if the actual torque of the motor is negative torque, after the MCU enters the brake stop control mode, it is necessary to reduce the motor speed to 0rpm and adjust the torque from negative torque to the final positive torque for parking. The following problems may arise:

[0084] (1) If the torque is adjusted from negative torque to positive torque too quickly, the motor will jerk when crossing zero, affecting the driving experience, especially when the vehicle speed is very low, the driver will feel the jerk very strongly;

[0085] (2) If the torque control is slow, the motor's zero-crossing frustration will be reduced, but the driver will feel that the vehicle takes a long time to drop from speed A1 to 0 kph, and the braking process is not as fast as pressing the brake pedal;

[0086] (3) Under different slopes, when the VCU requests the MCU to brake, if the absolute value of the negative torque of the motor and the final positive torque value are both large (especially when the slope is large), the MCU will adjust the motor torque and speed by controlling the motor speed through the PI method. Since the adjustment starts from the vehicle speed A1, the vehicle speed is very low at this time, which means that the motor speed is very low. Therefore, the time for the MCU to adjust the motor speed to 0rpm is short (if the time is too long, the driver will feel that the braking process is too long). At this time, it is difficult to control the motor torque to reach the final torque synchronously. When the motor speed drops to 0rpm, if the actual motor torque is less than the final torque, the vehicle will slide backwards for a short time (the motor speed drops from 0rpm to negative speed and then returns to 0rpm); when the motor speed drops to 0rpm, if the actual motor torque is greater than the final torque, the vehicle will slide forward for a short time (the motor speed rises from 0rpm to positive speed and then returns to 0rpm).

[0087] 7. When the vehicle is in D gear and driving downhill (front of vehicle facing downward), in single-pedal mode, the driver wants to park the vehicle by using the single-pedal MCU brake stop function instead of using the brake pedal. The VCU vehicle controller sends an activation request signal to the MCU after determining that the activation conditions are met. However, if the actual torque of the motor is positive torque, the MCU needs to reduce the motor speed to 0rpm and adjust the torque from positive torque to the final negative torque for parking after entering the brake stop control mode. The following problems may arise:

[0088] (1) If the torque is adjusted from positive to negative too quickly, the motor will jerk when crossing zero, affecting the driving experience, especially when the vehicle speed is very low, the driver will feel the jerk very strongly;

[0089] (2) If the torque control is slow, the motor's zero-crossing frustration will be reduced, but the driver will feel that the vehicle takes a long time to drop from speed A1 to 0 kph, and the braking process is not as fast as pressing the brake pedal;

[0090] (3) At the same time, under different slopes, when the VCU requests the MCU to brake, if the absolute values ​​of the positive torque of the motor and the final negative torque of the slope are both large (especially when the slope is large), then the MCU adjusts the motor torque and speed by controlling the motor speed through the PI method. Since the adjustment starts from the vehicle speed A1, the vehicle speed is very low at this time, which means that the motor speed is very low. Then the time for the MCU to adjust the motor speed to 0rpm is short (if the time is too long, the driver will feel that the braking process is too long). At this time, it is difficult to control the motor torque to synchronously reach the final slope-holding torque. Then, when the motor speed drops to 0rpm, if the actual motor torque is less than the final slope-holding torque, the vehicle will slide backwards briefly (the motor speed briefly drops from 0rpm to negative speed and then returns to 0rpm); when the motor speed drops to 0rpm, if the actual motor torque is greater than the final slope-holding torque, the vehicle will slide forward briefly (the motor speed briefly rises from 0rpm to positive speed and then returns to 0rpm).

[0091] Based on the above description, the embodiments of the present application are described in detail below in conjunction with the accompanying drawings.

[0092] The single-pedal mode is a vehicle dynamics mode, also known as the single-pedal driving mode, which is mainly used in new energy electric vehicles. In the single-pedal mode, the driver only needs to step on and release the accelerator pedal to complete the acceleration and braking of the vehicle without stepping on the brake pedal. When the driver completely releases the accelerator pedal, the drive motor recovers kinetic energy with greater power, and the vehicle decelerates faster, which can partially replace the braking function. Therefore, under most road conditions, the driver can control the acceleration and deceleration of the vehicle by the depth of the accelerator pedal.

[0093] The torque control method in the single pedal mode proposed in the embodiment of the present application is applied to the vehicle controller VCU, such as Figure 1 As shown, including:

[0094] Step 101, in single-pedal mode, obtain current vehicle driving parameters.

[0095] In specific implementation, it is determined that in the single-pedal mode, the current vehicle driving parameters are continuously obtained. The current vehicle driving parameters include: the vehicle's own parameters corresponding to the vehicle's driving process, and the slope of the road on which the vehicle is driving.

[0096] Specifically, in the single-pedal mode, during acceleration, the vehicle controller VCU generates a corresponding acceleration torque request according to the degree of downward movement of the accelerator pedal, and sends the torque request to the motor controller to control the motor to execute, thereby achieving the purpose of vehicle acceleration; during braking, the vehicle controller VCU generates a corresponding braking torque request according to the degree of release of the accelerator pedal, and sends the braking torque request to the motor controller to control the motor to recover torque and achieve the purpose of braking.

[0097] Step 102 : determining a target slope compensation torque according to the current vehicle driving parameters, and using the target slope compensation torque to perform torque compensation on the motor request torque.

[0098] In specific implementation, the slope compensation torque corresponding to each vehicle driving parameter is stored in the database in advance. These slope compensation torques are determined by a large number of actual vehicle tests. First, the corresponding initial slope compensation torque is roughly calculated according to each vehicle driving parameter, and then the initial slope compensation is continuously corrected and adjusted during the test process to determine the appropriate slope compensation torque.

[0099] The storage methods of the slope compensation torque corresponding to each vehicle driving parameter in the database include:

[0100] Graphic storage: The corresponding vehicle driving parameters are divided into multiple categories (for example, requested torque, slope, and vehicle speed, etc.), each category is used as a dimension of the graph to form a multi-dimensional graph, and the corresponding slope compensation torque is marked in the multi-dimensional graph.

[0101] Table storage: The corresponding vehicle driving parameters are divided into multiple categories (for example, requested torque, slope, and vehicle speed, etc.), each category is used as a dimension of the table to form a multidimensional table, and the corresponding slope compensation torque is stored in the multidimensional table.

[0102] Key-value pair storage uses each vehicle driving parameter as a key and the corresponding slope compensation torque as a value to form a key-value pair for storage.

[0103] In this way, the corresponding slope compensation torque can be found from the database according to the current vehicle driving parameters, and it can be used as the target slope compensation torque, and then the target slope compensation torque is sent to the motor controller to perform torque compensation on the motor request torque.

[0104] Step 103, when it is determined that the vehicle meets the single-pedal initial braking condition, the actual requested torque of the motor after torque compensation is obtained, wherein the initial braking condition is the braking condition of the single-pedal mode on a flat road.

[0105] Step 104 , in response to the absolute value of the actual motor request torque being less than the target torque threshold, determining that the vehicle meets the single-pedal braking condition, activating the motor controller to implement vehicle braking, wherein the actual motor request torque is in the same direction as the target torque threshold.

[0106] During specific implementation, it is determined that the vehicle is in the forward gear:

[0107] When going uphill, when the braking conditions of the single-pedal mode on a flat road are met (i.e., the single-pedal initial braking conditions), the vehicle is in a state of tending to stop. At this time, the actual requested torque of the motor after torque compensation needs to overcome the slope sliding force corresponding to the uphill slope, so the actual requested torque of the motor at this time is a positive value.

[0108] When going downhill, when the single-pedal mode braking conditions on a flat road are met (i.e., the single-pedal initial braking conditions), the vehicle is in a state of tending to stop. At this time, the actual requested torque of the motor after torque compensation needs to overcome the slope sliding force corresponding to the downhill slope, so the actual requested torque of the motor at this time is a negative value.

[0109] In specific implementation, if it is an uphill slope, the corresponding target torque threshold is a positive value, and if it is a downhill slope, the corresponding target torque threshold is a negative value. The absolute value of the target torque threshold should be smaller than the absolute value of the torque value required when the vehicle stops at the corresponding slope.

[0110] In this way, if the actual motor request torque ≥ target torque threshold, it proves that the vehicle does not meet the single-pedal braking condition, and the actual motor request torque needs to be adjusted. If the absolute value of the actual motor request torque < target torque threshold, it proves that the vehicle meets the single-pedal braking condition. At this time, the vehicle controller VCU will send a brake control activation request to the motor controller. After the motor controller receives the brake control activation request, the motor controller will use PI to adjust the actual motor request torque to the torque value required for braking and then complete the purpose of vehicle braking. After the judgment of the actual motor request torque, the motor controller can brake the vehicle more smoothly, ensuring that when the motor speed drops to 0rpm, the motor torque reaches the ramp parking torque smoothly.

[0111] In this process, since the actual torque requested by the motor and the torque required for braking are in the same direction, there is no need to consider the problem of the motor crossing zero, which can reduce the difficulty of using PI to adjust the torque of the motor control.

[0112] When the vehicle is in reverse gear:

[0113] The scheme of the above steps 101 to 103 remains unchanged. In the process of "activating the motor controller to implement vehicle braking" executed in step 104, the actual requested torque of the motor will be redirected first, and then the motor controller will use PI to adjust the actual requested torque of the motor after redirection to the torque value required for braking, thereby achieving the purpose of braking the vehicle.

[0114] Through the above scheme, in the single-pedal mode, the most suitable target slope compensation torque will be determined according to the current vehicle driving parameters during the vehicle driving process, and the target slope compensation torque can be used for torque compensation. In this way, when the vehicle meets the single-pedal initial brake stop condition, the vehicle tends to stop steadily. Whether it is uphill or downhill, the actual motor request torque and the target torque threshold always keep the same direction. At this time, if the absolute value of the actual motor request torque is less than the target torque threshold, it is determined that the single-pedal brake stop condition is met, and the motor controller will be more smoothly controlled to implement the vehicle brake stop process through torque adjustment. In this way, since the actual motor request torque and the target torque threshold are in the same direction when the vehicle meets the single-pedal initial brake stop condition, there will be no positive and negative torque handover adjustment process, and the torque zero-crossing adjustment is avoided, making the vehicle more stable, reducing the occurrence of setbacks, and there will be no slipping, and when the absolute value of the actual motor request torque is less than the target torque threshold, the single-pedal brake stop is activated again, and the motor controller can quickly and smoothly adjust the actual motor request torque to the torque required for parking when the motor speed drops to 0rpm, which speeds up the response speed of the single-pedal brake stop vehicle and improves the driving experience.

[0115] In some embodiments, the current vehicle driving parameters include: motor requested torque, current slope and current first vehicle speed; and the slope compensation torque corresponding to each motor requested torque, each slope and each vehicle speed is pre-stored in the database.

[0116] In specific implementation, the slope compensation torque corresponding to each motor requested torque, each slope and each vehicle speed in the database is stored in the form of a graph (for example, a three-dimensional MAP corresponding to the motor requested torque, slope and vehicle speed), a table (for example, a three-dimensional table corresponding to the motor requested torque, slope and vehicle speed) or a key-value pair (for example, a key-value pair corresponding to each combination constructed after each motor requested torque, each slope and each vehicle speed are combined separately).

[0117] Step 102 includes:

[0118] Step 1021, according to the motor request torque, the current slope and the first vehicle speed, retrieve the corresponding target slope compensation torque from the database.

[0119] In specific implementation, the motor requested torque is the motor requested torque determined by the vehicle controller VCU; the current slope is detected by a slope sensor (e.g., a gyroscope) provided on the vehicle; and the first vehicle speed is detected by a speed sensor (e.g., a wheel speed sensor) provided on the vehicle.

[0120] After obtaining the motor requested torque, the current slope and the first vehicle speed, the corresponding target slope compensation torque will be directly searched from the database.

[0121] Step 1022: Use the target slope compensation torque to perform torque compensation on the motor request torque.

[0122] In specific implementation, the vehicle controller itself generates the corresponding motor request torque according to the vehicle speed and the accelerator pedal opening, but the motor request torque cannot adapt to the uphill or downhill situation. Therefore, the motor request torque needs to be added with the target slope compensation torque to overcome the vehicle's sliding force during the uphill or downhill process, so that the vehicle can travel smoothly after the target slope compensation torque is used for torque compensation, avoiding the influence of the slope.

[0123] Among them, the target slope compensation torque is generally positive when going uphill and negative when going downhill. In this way, when the vehicle meets the single-pedal initial braking condition, the actual motor request torque of the motor after torque compensation can always maintain the same direction as the target torque threshold (that is, it is positive when going uphill, or negative when going downhill).

[0124] Through the above scheme, a more accurate target slope compensation torque can be obtained, thereby making the torque compensation more reasonable and accurate.

[0125] In some embodiments, a first data map consisting of a first slope compensation torque corresponding to each requested torque and each vehicle speed, and a second data map consisting of a second slope compensation torque corresponding to each slope and each vehicle speed are pre-stored in a database.

[0126] Step 102 includes:

[0127] Step 1021 ′: retrieve the corresponding first target slope compensation torque from the first data map in the database according to the motor request torque and the first vehicle speed.

[0128] In a specific implementation, the first data graph is a data graph with the requested torque as the horizontal axis and the vehicle speed as the vertical axis (or with the vehicle speed as the horizontal axis and the requested torque as the vertical axis), and different first slope compensation torques correspond to different colors. In this way, the corresponding position can be found from the first data graph according to the motor requested torque and the first vehicle speed, and the color of the position can be determined. The corresponding first slope compensation torque is determined according to the color and used as the first target slope compensation torque.

[0129] Step 1022', retrieve the corresponding second target slope compensation torque from the second data map in the database according to the current slope and the first vehicle speed.

[0130] In specific implementation, the second data graph is a data graph with the slope as the horizontal axis and the vehicle speed as the vertical axis (or with the vehicle speed as the horizontal axis and the slope as the vertical axis), and different second slope compensation torques correspond to different colors. In this way, the corresponding position can be found from the second data graph according to the current slope and the first vehicle speed, and the color of the position can be determined. The corresponding second slope compensation torque is determined according to the color and used as the second target slope compensation torque.

[0131] Step 1023': taking the product of the first target slope compensation torque and the second target slope compensation torque as the target slope compensation torque.

[0132] Step 1024 ′: perform torque compensation on the motor request torque using the target slope compensation torque.

[0133] Through the above scheme, the first data graph and the second data graph are divided into two and stored separately, which makes storage more convenient, and the above steps 1021' and 1022' can be executed successively or simultaneously in parallel. The embodiment of the present application preferably executes them simultaneously in parallel, which can speed up the processing speed.

[0134] As another preferred embodiment, the following may be stored in the database:

[0135] A third data graph formed by the slope compensation torque corresponding to each motor request torque (for example, the horizontal axis is the motor request torque and the vertical axis is the slope compensation torque, the horizontal axis is the slope compensation torque and the vertical axis is the motor request torque);

[0136] and a fourth data graph formed by the slope compensation torque corresponding to each vehicle speed (for example, the horizontal axis is vehicle speed and the vertical axis is slope compensation torque, the horizontal axis is slope compensation torque and the vertical axis is vehicle speed);

[0137] And, a fifth data graph formed by the slope compensation torque corresponding to each slope (for example, the horizontal axis is the slope and the vertical axis is the slope compensation torque, the horizontal axis is the slope compensation torque and the vertical axis is the slope).

[0138] Thus, step 1021 includes:

[0139] Step 1021A, searching the third slope compensation torque corresponding to the motor request torque from the third data map; searching the fourth slope compensation torque corresponding to the current slope from the fourth data map; searching the fifth slope compensation torque corresponding to the first vehicle speed from the fifth data map;

[0140] Step 1021B, taking the result of multiplying the third slope compensation torque, the fourth slope compensation torque and the fifth slope compensation torque as the target slope compensation torque.

[0141] Thus, the search process of the third slope compensation torque, the fourth slope compensation torque and the fifth slope compensation torque in the above step 1021A can be performed simultaneously or sequentially. If the resource calculation amount is sufficient, it is preferred to perform them simultaneously to speed up the processing speed; if the resource calculation amount is small, it is preferred to perform them sequentially to ensure the processing accuracy.

[0142] In some embodiments, torque thresholds corresponding to various slopes and various vehicle speeds are pre-stored in a database.

[0143] Before step 104, the method further includes:

[0144] Step I: retrieve from a database a target torque threshold corresponding to the current slope and the current first vehicle speed.

[0145] In specific implementation, the storage method of the torque threshold corresponding to each slope and each vehicle speed in the database also includes:

[0146] The graph is stored, with the slope as the horizontal axis and the vehicle speed as the vertical axis (or the vehicle speed as the horizontal axis and the slope as the vertical axis), and the corresponding torque threshold is divided into different colors and marked in the graph. In this way, when executing the above step I, the color of the corresponding position in the graph is directly determined according to the current slope and the current first vehicle speed, and the target torque threshold is determined according to the color.

[0147] The table is stored with the slope as the behavior, the speed as the column (or the slope as the column, the speed as the behavior), and the torque threshold as the content. In this way, when executing the above step I, the corresponding target torque threshold is directly found from the table according to the current slope and the current first speed.

[0148] The key-value pair is stored with the slope and the vehicle speed as the key and the torque threshold as the value. In this way, when executing the above step I, the corresponding key-value pair is directly searched according to the current slope and the current first vehicle speed, and the value in the key-value pair is used as the target torque threshold.

[0149] Through the above scheme, a more accurate target torque threshold can be obtained, which facilitates the subsequent comparison process with the actual requested torque of the motor based on the target torque threshold, making the comparison result more accurate and facilitating accurate judgment of the timing of activating the motor controller to implement vehicle braking.

[0150] In some embodiments, step 104 includes:

[0151] Step A1: when the vehicle is in an uphill driving condition, it is determined that the actual requested torque of the motor after torque compensation is a positive value.

[0152] In specific implementation, when driving uphill, after the target slope compensation torque is compensated, when the single-pedal initial braking condition (the braking condition of the single-pedal mode on a flat road) is met during the execution of step 103, it proves that the vehicle is close to stopping. At this time, the actual requested torque of the motor can overcome some of the downward force caused by the uphill slope, so that the actual requested torque of the motor is positive during the period when the single-pedal initial braking condition is met.

[0153] In specific implementation, the slope-holding torque corresponding to each slope is stored in the database in advance, wherein each uphill slope corresponds to the slope-holding positive torque. In this way, the corresponding target slope-holding positive torque can be retrieved from the database according to the uphill slope, and the target slope-holding positive torque at this time can be the target torque threshold. The value obtained in step I can also be the target torque threshold.

[0154] Step A2, in response to the positive value of the actual motor request torque being less than the target torque threshold, determining that the vehicle meets the single-pedal braking condition, sending an activation signal to the motor controller so that the motor controller adjusts the positive value of the actual motor request torque to the target hill-holding positive torque.

[0155] In specific implementation, since the actual requested torque of the motor is a positive value, when the actual requested torque of the motor is less than the target torque threshold (where the target torque threshold corresponding to uphill is a positive value), it is determined that the vehicle controller VCU can perform torque handover, and an activation signal is sent to the motor controller to activate the torque adjustment function of the motor controller. In this way, the motor controller can adjust the positive actual requested torque of the motor to the target slope-staying positive torque through PI adjustment. Since they are all positive values, the adjustment process will not pass through zero torque at all, and there is no need to consider the motor zero crossing problem. In addition, the positive actual requested torque of the motor can be adjusted to the target slope-staying positive torque more easily and smoothly, thereby reducing the difficulty of PI adjustment of the motor controller.

[0156] Through the above scheme, the motor controller can be used to adjust the positive value of the motor's actual requested torque to the target slope-holding positive torque. The entire process does not need to consider the motor's zero-crossing problem at all. In addition, since the positive value of the motor's actual requested torque is slightly different from the target slope-holding positive torque, the adjustment difficulty of the motor controller can be effectively reduced.

[0157] In some embodiments, step 104 includes:

[0158] Step B1: when the vehicle is in a downhill driving condition, it is determined that the actual requested torque of the motor after torque compensation is a negative value.

[0159] In specific implementation, when driving downhill, after the target slope compensation torque is compensated, when the single-pedal initial braking condition (the braking condition of the single-pedal mode on a flat road) is met during the execution of step 103, it proves that the vehicle is close to stopping. At this time, the actual requested torque of the motor can overcome some of the downward force caused by the downhill slope, so that the actual requested torque of the motor is a negative value during the period when the single-pedal initial braking condition is met.

[0160] In specific implementation, the slope-holding torque corresponding to each slope is stored in the database in advance, wherein each downhill slope corresponds to the slope-holding negative torque. In this way, the corresponding target slope-holding negative torque can be retrieved from the database according to the downhill slope, and the absolute value of the target slope-holding negative torque can be the target torque threshold. The value obtained in step I can also be the target torque threshold.

[0161] Step B2, in response to the absolute value of the actual motor request torque being less than the target torque threshold, determining that the vehicle meets the single-pedal braking condition, sending an activation signal to the motor controller so that the motor controller adjusts the negative actual motor request torque to the target hill-holding negative torque.

[0162] In specific implementation, since the actual requested torque of the motor is a negative value, when the absolute value of the actual requested torque of the motor is less than the target torque threshold (where the target torque threshold corresponding to downhill is a negative value), it is determined that the vehicle controller VCU can perform torque handover, and an activation signal is sent to the motor controller to activate the torque adjustment function of the motor controller. In this way, the motor controller can adjust the negative actual requested torque of the motor to the target slope-holding negative torque through PI adjustment. Since they are all negative values, the adjustment process will not pass through zero torque at all, and there is no need to consider the motor zero crossing problem. In addition, the negative actual requested torque of the motor can be more easily adjusted to the target slope-holding negative torque, thereby reducing the difficulty of PI adjustment of the motor controller.

[0163] Through the following scheme, the motor controller can be used to adjust the negative value of the motor's actual requested torque to the target slope-holding negative torque. The entire process does not need to consider the motor's zero-crossing problem at all. In addition, since the negative value of the motor's actual requested torque is slightly different from the target slope-holding negative torque, the adjustment difficulty of the motor controller can be effectively reduced.

[0164] In some embodiments, during the process of activating the motor controller to implement vehicle braking in step 104, the process further includes:

[0165] Step C1, obtaining a second current vehicle speed of the vehicle and determining that the second vehicle speed is less than a vehicle speed threshold; or obtaining a current motor speed of the vehicle and determining that an absolute value of the current motor speed is less than a speed threshold.

[0166] In specific implementation, step C1 is performed in the single-pedal mode and during the process of the motor controller activating the torque regulation function.

[0167] The speed threshold or rotation speed threshold used is used to determine the speed or rotation speed corresponding to the vehicle stopping. The speed threshold can be a fixed value (for example, 1 kph) or a speed range (for example, 0 to 2 kph). The rotation speed threshold can be a fixed value (for example, 100 rpm or 50 rpm) or a speed range (for example, 0 to 100 rpm).

[0168] Step C2, obtaining the current motor torque, determining that the absolute value of the current motor torque is less than the parking torque threshold, performing automatic parking, and controlling the motor controller to stop implementing vehicle braking after the automatic parking is completed.

[0169] In specific implementation, when it is determined that the above step C1 is met, the current motor torque is continuously obtained, and the absolute value of the current motor torque is continuously judged to determine whether it is less than the parking torque threshold. The parking torque threshold is a torque value required to ensure stable parking determined according to the slope, which can be a certain value (for example, 50Nm) or a range value (for example, 45Nm to 50Nm).

[0170] If the absolute value of the current motor torque is less than the parking torque threshold, it proves that the conditions for automatic parking are met, and it is determined that the vehicle will not slip. At this time, if the motor controller is always used to achieve parking through torque, if it is uphill or downhill, the motor consumes more torque, which is easy to cause energy waste, and the vehicle is parked unstable by applying the torque of the motor controller, and it is easy to slip. Therefore, this application starts automatic parking after the automatic parking conditions are met. After determining that the automatic parking is completed, the motor controller is controlled to stop the vehicle from braking to avoid slipping.

[0171] If the absolute value of the current motor torque is greater than or equal to the parking torque threshold, it proves that the automatic parking condition is not met, and the motor controller needs to continue to adjust the torque until the absolute value of the current motor torque is less than the parking torque threshold, and repeat the above process.

[0172] Through the above scheme, the automatic parking function can be smoothly engaged, and the automatic parking function can be automatically completed without the driver stepping on the brake pedal, which can simplify the braking operation of the single-pedal mode, and can also avoid slipping, and avoid the energy waste caused by constantly starting the motor controller to perform torque adjustment for parking.

[0173] The torque control method in the single pedal mode of the present application is described below with a specific embodiment, which is performed as follows:

[0174] 1. In the request torque logic for the driver to use the one-pedal mode, the slope compensation torque after the activation of the one-pedal function is increased as follows:

[0175] Among them, the requested torque is obtained by looking up a table based on the current accelerator pedal opening and vehicle speed of the vehicle. At this time, in the one-pedal mode, the target slope compensation torque is increased. The corresponding required target slope compensation torque is considered in three dimensions of the motor requested torque / slope / vehicle speed of the original driver before compensation, and can be made into the slope compensation torque obtained from a map of two dimensions of the motor requested torque / vehicle speed before compensation, and the slope compensation torque obtained from a map of two dimensions of slope / vehicle speed. The result of multiplying the slope compensation torques obtained from the two maps is the final target slope compensation torque, and this target slope compensation torque is used to compensate the motor requested torque of the vehicle.

[0176] Moreover, the vehicle control unit VCU will also add a torque judgment condition in the conditions for judging the need to activate the torque adjustment braking function of the MCU:

[0177] (1) D gear; (2) vehicle speed < threshold A1 (for example, 3 kph); (3) accelerator pedal opening < B1 (for example, 3%). These three are the braking conditions of the one-pedal mode on a flat road surface (that is, the initial braking conditions of the one-pedal).

[0178] (4) The newly added torque judgment condition: the absolute value of the actual motor requested torque < the target torque threshold, where different torque threshold maps are set according to two dimensions of slope and vehicle speed, so that the corresponding target torque threshold can be found according to the current slope and current vehicle speed.

[0179] After determining that all the above 4 conditions are met, it is determined that the braking function of the torque adjustment of the MCU can be activated.

[0180] 2. In step 1:

[0181] In the D gear uphill working condition (the front of the vehicle is upward), when the 4 conditions are met and the actual motor requested torque is positive (the actual motor requested torque < the positive target torque threshold), then when activating the braking function of the torque adjustment of the MCU, the MCU can be used for PI adjustment, starting from the positive actual motor requested torque and adjusting to the target parking positive torque. There is no need to consider the motor zero-crossing problem, and at the same time, the difficulty of the MCU for PI adjustment torque is reduced (the torque only needs to be adjusted within the positive value range).

[0182] In the D - gear downhill condition (front of the vehicle facing down), when 4 conditions are met and the actual motor requested torque is negative (the absolute value of the actual motor requested torque < target torque threshold), when activating the braking function of the torque regulation of the MCU, PI regulation can be carried out by the MCU, starting from the negative actual motor requested torque and regulating to the target negative parking torque. In this way, the problem of the motor crossing zero does not need to be considered, and at the same time, the difficulty of the MCU performing PI regulation of torque is reduced (the torque only needs to be regulated within the negative value range).

[0183] 3. The VCU will also add a request to activate the chassis AVH function. When the following conditions are met simultaneously, the VCU sends a status signal to activate the AVH operation to the AVH.

[0184] The conditions are: (1) Currently in the single - pedal mode; and,

[0185] (2) Currently in the activated state of the MCU braking control; and,

[0186] (3) Vehicle speed < threshold A3 (e.g., 1 kph) or the absolute value of the motor speed < D (e.g., 100 rpm); and,

[0187] (4) The absolute value of the actual motor requested torque < threshold E (e.g., 50 Nm).

[0188] When the VCU determines that the above conditions are met simultaneously, it requests the activation of the chassis AVH (automatic parking) function; after receiving the request signal sent by the VCU, the AVH activates the AVH function, controls the vehicle to park by the hydraulic master cylinder pressure, and at the same time sends an AVH activation set signal to the VCU.

[0189] When the VCU receives the signal that the AVH is already in the activated state, it sends an exit request to the MCU to let the MCU exit the braking function of the MCU torque regulation. At this time, the vehicle parking is completely controlled by the AVH function and is no longer controlled by the braking function of the MCU torque regulation (that is, at this time, the vehicle parks by the chassis hydraulic braking instead of by the motor).

[0190] Among them, the introduction of the chassis AVH function: Usually, the AVH will judge that the following conditions need to be met simultaneously to be activated:

[0191] (1) Vehicle speed < threshold; and,

[0192] (2) The EPB is in the non - activated state; and,

[0193] (3) The brake pedal switch is activated and the master cylinder pressure > threshold.

[0194] That is, under normal circumstances, the driver needs to perform the action of stepping on the brake pedal to meet the above three conditions and then activate the AVH function.

[0195] However, the above-mentioned VCU adds the condition for requesting the activation of the AVH function without the driver having to step on the brake pedal.

[0196] In step 3, the function of VCU requesting chassis AVH activation is added to avoid the vehicle slipping (either forward or backward) caused by the synchronization problem of speed and motor torque control when the MCU is performing brake control.

[0197] To sum up, through the above-mentioned new functions, when the vehicle is stopped by single-pedal braking on different slopes, the driver can achieve stable parking of the vehicle without paying attention to the brake pedal. At the same time, in the process of controlling the vehicle from a moving state to a stopped parking state, the jerking problem caused by the motor torque passing through zero is reduced, and the motor's slope-holding response is also very fast, reducing the occurrence of slipping problems.

[0198] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0199] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0200] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a torque control device in a single-pedal mode.

[0201] refer to Figure 2 , the torque control device in the single pedal mode comprises:

[0202] A driving parameter acquisition module is configured to acquire current vehicle driving parameters in single-pedal mode;

[0203] a torque compensation module configured to determine a target slope compensation torque according to the current vehicle driving parameters, and to perform torque compensation on the motor request torque using the target slope compensation torque;

[0204] The motor actual requested torque acquisition module is configured to acquire the motor actual requested torque after torque compensation when determining that the vehicle meets the single-pedal initial braking condition, wherein the initial braking condition is the braking condition of the single-pedal mode on a flat road;

[0205] The brake control module is configured to determine that the vehicle meets the single-pedal brake condition in response to the absolute value of the actual requested torque of the motor being less than the target torque threshold, and activate the motor controller to implement vehicle brake through torque regulation.

[0206] In some embodiments, the current vehicle driving parameters include: motor request torque, current slope and current first vehicle speed; the slope compensation torque corresponding to each motor request torque, each slope and each vehicle speed is stored in the database in advance;

[0207] The torque compensation module is specifically configured as follows:

[0208] According to the motor requested torque, the current slope and the first vehicle speed, the corresponding target slope compensation torque is retrieved from the database.

[0209] In some embodiments, a first data map consisting of a first slope compensation torque corresponding to each requested torque and each vehicle speed, and a second data map consisting of a second slope compensation torque corresponding to each slope and each vehicle speed are pre-stored in a database;

[0210] The torque compensation module is further configured as follows:

[0211] According to the motor requested torque and the first vehicle speed, the corresponding first target slope compensation torque is retrieved from the first data map in the database; according to the current slope and the first vehicle speed, the corresponding second target slope compensation torque is retrieved from the second data map in the database; the product of the first target slope compensation torque and the second target slope compensation torque is used as the target slope compensation torque.

[0212] In some embodiments, torque thresholds corresponding to various slopes and various vehicle speeds are stored in advance in a database;

[0213] The device further includes: a target torque threshold determination module, configured to:

[0214] In response to the actual motor request torque being less than the target torque threshold, a target torque threshold corresponding to the current slope and the current first vehicle speed is retrieved from a database.

[0215] In some embodiments, the brake control module is specifically configured as follows:

[0216] When the vehicle is in an uphill driving condition, it is determined that the actual requested torque of the motor after torque compensation is a positive value;

[0217] In response to the positive value of the actual motor request torque being less than the target torque threshold, it is determined that the vehicle meets the single-pedal braking condition, and an activation signal is sent to the motor controller so that the motor controller adjusts the positive value of the actual motor request torque to the target hill-holding positive torque.

[0218] In some embodiments, the brake control module is further configured to:

[0219] When the vehicle is in a downhill driving condition, it is determined that the actual requested torque of the motor after torque compensation is a negative value;

[0220] In response to the absolute value of the actual motor request torque being less than the target torque threshold, it is determined that the vehicle meets the single-pedal braking condition, and an activation signal is sent to the motor controller so that the motor controller adjusts the negative actual motor request torque to the target hill-holding negative torque.

[0221] In some embodiments, the device further comprises: an automatic parking module configured to:

[0222] During the process of activating the motor controller to implement the vehicle braking, the second vehicle speed is obtained, and it is determined that the second vehicle speed is less than the vehicle speed threshold; or the current motor speed of the vehicle is obtained, and it is determined that the absolute value of the current motor speed is less than the speed threshold;

[0223] The current motor torque is obtained, and it is determined that the absolute value of the current motor torque is less than the parking torque threshold, automatic parking is performed, and after the automatic parking is completed, the motor controller is controlled to stop implementing the vehicle braking.

[0224] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0225] The device of the above embodiment is used to implement the corresponding method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0226] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method described in any of the above embodiments when executing the program.

[0227] Figure 3A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0228] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0229] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0230] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0231] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0232] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0233] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0234] The electronic device of the above embodiment is used to implement the corresponding method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0235] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the method described in any of the above embodiments.

[0236] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0237] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0238] Based on the same concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, the computer executes the method described in any of the above embodiments, which has the beneficial effects of the corresponding method embodiments and will not be repeated here.

[0239] Based on the same inventive concept, the present application also provides a vehicle, including the device described in the above embodiment or the electronic device described in the above embodiment. The beneficial effects of the embodiments with the corresponding device or electronic device are not described in detail here.

[0240] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0241] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server, or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0242] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0243] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0244] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0245] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power / ground connections to the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device may be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present application are to be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0246] Although the present application has been described in conjunction with specific embodiments of the present application, many alternatives, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the discussed embodiments.

[0247] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the protection scope of the present application.

Claims

1. A torque control method in single pedal mode, characterized in that: Pre-storing in a database a first data map consisting of a first slope compensation torque corresponding to each requested torque and each vehicle speed, and a second data map consisting of a second slope compensation torque corresponding to each slope and each vehicle speed; Methods include: In single-pedal mode, obtain the current vehicle driving parameters; Determining a target slope compensation torque according to the current vehicle driving parameters, and using the target slope compensation torque to perform torque compensation on the motor request torque; When it is determined that the vehicle meets the single-pedal initial braking condition, the actual requested torque of the motor after torque compensation is obtained, wherein the initial braking condition is the braking condition of the single-pedal mode on a flat road; In response to the absolute value of the actual requested torque of the motor being less than the target torque threshold, determining that the vehicle meets the single-pedal braking condition, activating the motor controller to implement vehicle braking; The step of determining the target slope compensation torque according to the current vehicle driving parameters comprises: Retrieving a corresponding first target slope compensation torque from a first data map in a database according to the motor request torque and the first vehicle speed; Retrieving a corresponding second target slope compensation torque from a second data map in a database according to the current slope and the first vehicle speed; The product of the first target slope compensation torque and the second target slope compensation torque is used as the target slope compensation torque.

2. The method according to claim 1, characterized in that The current vehicle driving parameters include: motor request torque, current slope and current first vehicle speed; the slope compensation torque corresponding to each motor request torque, each slope and each vehicle speed is pre-stored in the database; The step of determining the target slope compensation torque according to the current vehicle driving parameters comprises: According to the motor requested torque, the current slope and the first vehicle speed, the corresponding target slope compensation torque is retrieved from the database.

3. The method according to claim 1, characterized in that Pre-storing torque thresholds corresponding to various slopes and various vehicle speeds in a database; Before responding to the motor actual request torque being less than the target torque threshold, the method further includes: A target torque threshold corresponding to the current slope and the current first vehicle speed is retrieved from a database.

4. The method according to claim 3, characterized in that In response to the actual motor request torque being less than the target torque threshold, determining that the vehicle meets the single-pedal braking condition, and activating the motor controller to implement vehicle braking, include: When the vehicle is in an uphill driving condition, it is determined that the actual requested torque of the motor after torque compensation is a positive value; In response to the positive actual motor request torque being less than the target torque threshold, it is determined that the vehicle meets the single-pedal braking condition, and an activation signal is sent to the motor controller so that the motor controller adjusts the positive actual motor request torque to the target hill-holding positive torque.

5. The method according to claim 3, characterized in that: In response to the actual motor request torque being less than the target torque threshold, determining that the vehicle meets the single-pedal braking condition, and activating the motor controller to implement vehicle braking, include: When the vehicle is in a downhill driving condition, it is determined that the actual requested torque of the motor after torque compensation is a negative value; In response to the absolute value of the actual motor request torque being less than the target torque threshold, it is determined that the vehicle meets the single-pedal braking condition, and an activation signal is sent to the motor controller so that the motor controller adjusts the negative actual motor request torque to the target hill-holding negative torque.

6. The method according to claim 1, characterized in that The process of activating the motor controller to implement vehicle braking also includes: Obtaining a second current vehicle speed of the vehicle and determining that the second vehicle speed is less than a vehicle speed threshold; or obtaining a current motor speed of the vehicle and determining that an absolute value of the current motor speed is less than a speed threshold; The current motor torque is obtained, and it is determined that the absolute value of the current motor torque is less than the parking torque threshold, automatic parking is performed, and after the automatic parking is completed, the motor controller is controlled to stop implementing the vehicle braking.

7. A torque control device in single pedal mode, characterized in that: Pre-storing in a database a first data map consisting of a first slope compensation torque corresponding to each requested torque and each vehicle speed, and a second data map consisting of a second slope compensation torque corresponding to each slope and each vehicle speed; The device includes: A driving parameter acquisition module is configured to acquire current vehicle driving parameters in single-pedal mode; The torque compensation module is configured to retrieve a corresponding first target slope compensation torque from a first data map in a database according to a motor request torque and a first vehicle speed; retrieve a corresponding second target slope compensation torque from a second data map in the database according to a current slope and a first vehicle speed; use a product of the first target slope compensation torque and the second target slope compensation torque as the target slope compensation torque, and use the target slope compensation torque to perform torque compensation on the motor request torque; The motor actual requested torque acquisition module is configured to acquire the motor actual requested torque after torque compensation when determining that the vehicle meets the single-pedal initial braking condition, wherein the initial braking condition is the braking condition of the single-pedal mode on a flat road; The brake control module is configured to determine that the vehicle meets the single-pedal brake condition in response to the absolute value of the actual requested torque of the motor being less than the target torque threshold, and activate the motor controller to implement vehicle brake through torque regulation.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 6 is implemented.

9. A vehicle, characterized in that: Includes the device according to claim 7 or the electronic device according to claim 8.

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