Vehicle torque control method, device, and electronic equipment

Abstract

The embodiment of the present application relates to a vehicle torque control method, device, and electronic device, the method comprising: obtaining vehicle state parameters recorded during driving, the vehicle state parameters including driving style state parameters and / or fault state parameters; determining a torque adjustment coefficient based on the vehicle state parameters, the torque adjustment coefficient including a style torque adjustment coefficient and / or a fault torque adjustment coefficient; determining the current driving state parameters of the vehicle, and determining the target torque corresponding to the driving state parameters according to a preset torque table; adjusting the target torque according to the torque adjustment coefficient to obtain the adjusted target torque. The embodiment of the present application realizes that the output torque can be adaptively adjusted according to the driving state of the vehicle, without the need for the driver to manually adjust the torque coefficient, thereby improving driving convenience and achieving a higher adaptability of the torque adjustment to the vehicle state, road conditions, etc.

Description

Technical Field

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

[0002] Current new energy vehicles usually include multiple driving modes. Different driving modes correspond to different energy recovery intensities and accelerator pedal recovery forces. Users can feel the difference in pedal recovery forces.

[0003] The current driving mode usually needs to be set by the user, and after selecting a driving mode, the torque adjustment coefficient is fixed. When the road conditions are complex or the vehicle speed changes unsteadily, the user may need to frequently switch manually, causing inconvenience in driving operations. In addition, the existing technology cannot adaptively adjust the torque coefficient, resulting in poor adaptability of the driving state to the driver's driving style, road conditions, etc. Summary of the invention

[0004] In view of this, in order to solve some or all of the above-mentioned technical problems, the embodiments of the present application provide a vehicle torque control method, device, electronic device and computer-readable storage medium.

[0005] In a first aspect, an embodiment of the present application provides a vehicle torque control method, the method comprising: obtaining vehicle state parameters recorded during driving, the vehicle state parameters including driving style state parameters and / or fault state parameters; determining a torque adjustment coefficient based on the vehicle state parameters, the torque adjustment coefficient including a style torque adjustment coefficient and / or a fault torque adjustment coefficient; determining the current driving state parameters of the vehicle, and determining a target torque corresponding to the driving state parameters according to a preset torque table; adjusting the target torque according to the torque adjustment coefficient to obtain an adjusted target torque.

[0006] In one possible implementation, the torque adjustment coefficient is determined based on the vehicle state parameters, including: determining the driving style of the driver of the vehicle based on the driving style state parameters included in the vehicle state parameters; obtaining a preset style torque adjustment coefficient corresponding to the driving style; determining the current fault state of the vehicle based on the fault state parameters included in the vehicle state parameters; and obtaining a preset fault torque adjustment coefficient corresponding to the fault state.

[0007] In one possible implementation, there are at least two types of driving style state parameters; determining the driving style of the driver of the vehicle based on the driving style state parameters included in the vehicle state parameters includes: determining the score corresponding to each driving style state parameter according to the scoring algorithms corresponding to the preset driving style state parameters; performing weighted summation of the obtained scores based on the preset weight corresponding to each score to obtain a driving style scoring parameter; and determining the driving style of the driver of the vehicle based on the driving style scoring parameter.

[0008] In one possible implementation, the at least two driving style state parameters include at least one of the following: number of emergency brakes, speeding time, and acceleration; according to the preset scoring algorithms corresponding to each driving style state parameter, the score corresponding to each driving style state parameter is determined, including: determining a first ratio of the number of emergency brakes to the total number of brakes, and determining the score corresponding to the number of emergency brakes based on the first ratio; determining a second ratio of the speeding time to the total driving time, and determining the score corresponding to the speeding time based on the second ratio; determining an average value of the acceleration in the target time period, and determining a maximum value of the acceleration in the target time period, and determining the score corresponding to the acceleration based on the maximum value.

[0009] In one possible implementation, obtaining vehicle state parameters recorded during driving of the vehicle includes: obtaining a first number of driving style state parameters from a set of driving style state parameters collected within a target data collection period; obtaining a second number of driving style state parameters from a set of historical driving style state parameters; and determining the driving style state parameters based on the first number of driving style state parameters and the second number of driving style state parameters.

[0010] In one possible implementation, the fault status parameters include transmission system fault parameters and cooling system fault parameters; based on the fault status parameters included in the vehicle status parameters, determining the current fault status of the vehicle includes: determining the transmission system fault status and the cooling system fault status according to the transmission system fault parameters and the cooling system fault parameters.

[0011] In a possible implementation, obtaining a preset fault torque adjustment coefficient corresponding to a fault state includes: obtaining a transmission system fault torque adjustment coefficient corresponding to the transmission system fault state, and a cooling system fault torque adjustment coefficient corresponding to the cooling system fault state.

[0012] In one possible implementation, after the target torque is adjusted according to the torque adjustment coefficient and the adjusted target torque is obtained, the method further includes: determining a target driving mode corresponding to the adjusted torque according to a torque range corresponding to at least one preset driving mode; and setting the vehicle's current energy recovery level to the target energy recovery level corresponding to the target driving mode.

[0013] In a second aspect, an embodiment of the present application provides a vehicle torque control device, which includes: an acquisition module, used to acquire vehicle state parameters recorded during driving, the vehicle state parameters include driving style state parameters and / or fault state parameters; a first determination module, used to determine a torque adjustment coefficient based on the vehicle state parameters, the torque adjustment coefficient includes a style torque adjustment coefficient and / or a fault torque adjustment coefficient; a second determination module, used to determine the current driving state parameters of the vehicle, and determine the target torque corresponding to the driving state parameters according to a preset torque table; an adjustment module, used to adjust the target torque according to the torque adjustment coefficient to obtain an adjusted target torque.

[0014] In a third aspect, an embodiment of the present application provides an electronic device, comprising: a memory for storing a computer program; a processor for executing the computer program stored in the memory, and when the computer program is executed, the method of any embodiment of the vehicle torque control method of the first aspect of the present application is implemented.

[0015] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, a method as in any embodiment of the vehicle torque control method of the first aspect described above is implemented.

[0016] In a fifth aspect, an embodiment of the present application provides a computer program, which includes a computer readable code. When the computer readable code is executed on a device, the processor in the device implements a method as in any embodiment of the vehicle torque control method of the first aspect described above.

[0017] The vehicle torque control method, device, electronic device and computer-readable storage medium provided in the embodiments of the present application obtain vehicle state parameters recorded during driving, determine the torque adjustment coefficient based on the vehicle state parameters, then determine the current driving state of the vehicle, and determine the target torque corresponding to the driving state according to a preset torque table, and finally adjust the target torque according to the torque adjustment coefficient to obtain the adjusted target torque. The embodiments of the present application realize that the output torque can be adaptively adjusted according to the driving state of the vehicle, without the need for the driver to manually adjust the torque coefficient, thereby improving driving convenience and achieving higher adaptability of the torque adjustment to the vehicle state, road conditions, etc. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0019] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0020] One or more embodiments are exemplarily described by pictures in the corresponding drawings, and these exemplified descriptions do not constitute limitations on the embodiments. Elements with the same reference numerals in the drawings represent similar elements, and unless otherwise stated, the figures in the drawings do not constitute proportional limitations.

[0021] Figure 1 A schematic flow chart of a vehicle torque control method provided in an embodiment of the present application;

[0022] Figure 2 A schematic flow chart of another vehicle torque control method provided in an embodiment of the present application;

[0023] Figure 3 A schematic flow chart of another vehicle torque control method provided in an embodiment of the present application;

[0024] Figure 4 A schematic flow chart of another vehicle torque control method provided in an embodiment of the present application;

[0025] Figure 5 A schematic flow chart of another vehicle torque control method provided in an embodiment of the present application;

[0026] Figure 6 A schematic flow chart of another vehicle torque control method provided in an embodiment of the present application;

[0027] Figure 7 A schematic diagram of the structure of a vehicle torque control device provided in an embodiment of the present application;

[0028] Figure 8 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0029] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present application, rather than all of the embodiments. It should be noted that unless otherwise specifically stated, the relative arrangement of the components and steps, the numerical expressions and the numerical values ​​described in these embodiments do not limit the scope of the present application.

[0030] Those skilled in the art will understand that the terms "first" and "second" in the embodiments of the present application are only used to distinguish between different steps, devices, modules and other objects, and do not represent any specific technical meanings, nor do they indicate the logical order between them.

[0031] It should also be understood that in this embodiment, “plurality” may refer to two or more than two, and “at least one” may refer to one, two or more than two.

[0032] It should also be understood that any component, data or structure mentioned in the embodiments of the present application can generally be understood as one or more, unless explicitly limited or otherwise indicated in the context.

[0033] In addition, the term "and / or" in this application is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this application generally indicates that the associated objects before and after are in an "or" relationship.

[0034] It should also be understood that the description of the various embodiments in this application focuses on the differences between the various embodiments, and the same or similar aspects thereof can be referenced to each other, and for the sake of brevity, they will not be described one by one.

[0035] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present application, its application, or uses.

[0036] Technologies, circuits, and devices known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the above-mentioned technologies, circuits, and devices should be considered as part of the specification.

[0037] It should be noted that like reference numerals and letters refer to similar items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0038] It should be noted that, in the absence of conflict, the embodiments in this application and the features in the embodiments can be combined with each other. To facilitate the understanding of the embodiments of the present application, the present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments. Obviously, the described embodiments are part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0039] In order to solve the technical problems of low convenience and low adaptability of torque adjustment in the prior art, the present application provides a vehicle torque control method, which can realize adaptive adjustment of the torque adjustment coefficient according to the vehicle state, thereby improving the convenience of vehicle driving and the adaptability to driving scenarios.

[0040] Figure 1 A flow chart of a vehicle torque control method provided for an embodiment of the present application. The method can be applied to a vehicle and executed by a controller on the vehicle. In addition, the method can also be executed by other electronic devices, for example, one or more electronic devices such as a server, a smart phone, a laptop, a portable computer, etc. that are connected to the vehicle in communication, and these electronic devices can determine the torque adjustment coefficient corresponding to the driving state in real time, calculate the actual torque of the vehicle's drive motor or engine according to the torque adjustment coefficient, send the calculated torque back to the vehicle, and the output torque is adjusted by the controller of the vehicle. In addition, the execution subject of the method can be hardware or software. When the above-mentioned execution subject is hardware, the execution subject can be one or more of the above-mentioned electronic devices. For example, a single electronic device can execute the method, or multiple electronic devices can cooperate with each other to execute the method. When the above-mentioned execution subject is software, the method can be implemented as multiple software or software modules, or as a single software or software module. No specific limitation is made here.

[0041] like Figure 1 As shown, the method specifically includes:

[0042] Step 101, obtaining vehicle state parameters recorded during driving of the vehicle.

[0043] In some embodiments, the vehicle state parameters can be collected in real time by sensors, controllers and other devices on the vehicle. The vehicle state parameters include driving style state parameters and / or fault state parameters. Among them, the driving style state parameters represent the personalized control parameters of the driver when driving the vehicle, such as the maximum speed, maximum throttle opening, maximum pedal depth of the brake pedal and other parameters of the driver when driving the vehicle. The driving style state parameters can be collected in real time by the controller or sensor of the vehicle. The fault state parameters represent the fault state of a specific part of the vehicle, and the fault state can include a no-fault state and a fault level in a faulty state. The fault state parameters can indicate the part where the fault occurs, and indicate the severity of the fault.

[0044] Step 102: Determine a torque adjustment coefficient based on vehicle state parameters.

[0045] In some embodiments, the torque adjustment coefficient includes a style torque adjustment coefficient and / or a fault torque adjustment coefficient. The style torque adjustment coefficient corresponds to the above driving style parameter, and the fault torque adjustment coefficient corresponds to the above fault state parameter.

[0046] The vehicle state parameters and the torque adjustment coefficient have a certain correspondence, which can be expressed in a table or the like, that is, a large number of vehicle state parameters and corresponding torque adjustment coefficients can be stored in the table; alternatively, the vehicle state parameters can be calculated by calculation formulas, neural network algorithms, etc. to obtain the torque adjustment coefficient.

[0047] Step 103, determining the current driving state parameters of the vehicle, and determining the target torque corresponding to the driving state parameters according to a preset torque table.

[0048] In some embodiments, the current driving state parameters of the vehicle may include but are not limited to at least one of the following: vehicle speed, gear position, throttle opening, etc. The driver can adjust the driving state parameters by operating the vehicle, and the driving state parameters can be collected by sensors, controllers, etc. The above torque table is used to indicate the corresponding relationship between the vehicle driving state parameters and the target torque, which is the torque that the driver expects the vehicle's drive motor, engine, etc. to achieve when driving the vehicle.

[0049] Step 104: adjusting the target torque according to the torque adjustment coefficient to obtain an adjusted target torque.

[0050] In some embodiments, the torque adjustment coefficients may include a style torque adjustment coefficient and / or a fault torque adjustment coefficient, which may be multiplied by the target torque to obtain an adjusted target torque. Optionally, further processing may be performed based on the above product, such as adding a preset offset.

[0051] After obtaining the adjusted target torque, the controller can control the driving motor or engine of the vehicle to drive the vehicle according to the adjusted target torque, so that the vehicle torque automatically adapts to the driving state of the vehicle.

[0052] The vehicle torque control method provided in the embodiment of the present application obtains the vehicle state parameters recorded during driving, determines the torque adjustment coefficient based on the vehicle state parameters, then determines the current driving state of the vehicle, and determines the target torque corresponding to the driving state according to the preset torque table, and finally adjusts the target torque according to the torque adjustment coefficient to obtain the adjusted target torque. The embodiment of the present application realizes that the output torque can be adaptively adjusted according to the driving state of the vehicle, without the need for the driver to manually adjust the torque coefficient, thereby improving driving convenience and achieving higher adaptability of the torque adjustment to the vehicle state, road conditions, etc.

[0053] In some optional implementations, such as Figure 2 As shown, step 102 includes:

[0054] Step 1021 : determining the driving style of the driver of the vehicle based on the driving style state parameters included in the vehicle state parameters.

[0055] The driving style state parameter can be converted into quantitative data representing the driving style through calculation, and the corresponding driving style is determined according to the corresponding relationship between the quantitative data and the driving style.

[0056] For example, various driving style parameters may be normalized, and then the normalized data may be weighted summed or averaged to obtain quantitative data representing the driving style. For another example, a classification algorithm may be used to comprehensively classify various driving style state parameters to obtain corresponding driving style categories.

[0057] Step 1022: Obtain a preset style torque adjustment coefficient corresponding to the driving style.

[0058] Different driving styles correspond to different style torque adjustment coefficients. As an example, the corresponding relationship between driving styles and style torque adjustment coefficients can be shown in Table 1 below:

[0059] Table 1

[0060]

[0061] In Table 1, the more conservative the driving style is, the lower the driver's response amplitude requirement for torque adjustment is, that is, the driver prefers a slow speed and slow acceleration driving style, so the style torque adjustment coefficient is smaller; the more aggressive the driving style is, the higher the driver's response amplitude requirement for torque adjustment is, that is, the driver prefers a fast speed and fast acceleration driving style, so the style torque adjustment coefficient is larger.

[0062] Step 1023, determining the current fault state of the vehicle based on the fault state parameters included in the vehicle state parameters.

[0063] The fault status parameter can indicate the location of the fault and the severity of the fault, so as to determine the fault status. Usually, when some parts fail, it indicates that there are phenomena such as parts wear and pipeline leakage. The occurrence of these phenomena will affect the transmission efficiency of the torque or the output power of the engine. The higher the severity of the fault, the greater the impact on the torque. Therefore, it is necessary to adjust the motor or engine torque according to the fault status.

[0064] The fault state parameters may be acquired through a fault monitoring device on the vehicle. As an example, the fault state parameters may include data acquired by a transmission system and data acquired by a cooling system on the vehicle.

[0065] Step 1024, obtaining a preset fault torque adjustment coefficient corresponding to the fault state.

[0066] Typically, the fault state includes fault levels, and each fault level may correspond to a fault torque adjustment factor.

[0067] By executing the above steps 1021 to 1024 , the style torque adjustment coefficient and the fault torque adjustment coefficient may be used as torque adjustment coefficients used when adjusting the target torque.

[0068] Furthermore, step 104 may include:

[0069] Step 1041 , adjusting the target torque according to the style torque adjustment coefficient and the fault torque adjustment coefficient to obtain an adjusted target torque.

[0070] Generally, the style torque adjustment coefficient, the fault torque adjustment coefficient and the target torque can be multiplied to obtain the adjusted target torque. Optionally, further processing can be performed on the basis of the product of the style torque adjustment coefficient, the fault torque adjustment coefficient and the target torque, such as adding a preset offset.

[0071] This embodiment determines the driving style and the fault status, and determines the style torque adjustment coefficient and the fault torque adjustment coefficient according to the driving style and the fault status. This ensures that when adjusting the torque, the driver's personalized driving habits and the vehicle's fault status are fully considered, further improving the targeted nature of the torque adjustment and making the vehicle's driving capability more adaptable to driving scenarios.

[0072] In some optional implementations, there are at least two types of driving style state parameters.

[0073] As an example, the driving style status parameters may include the number of emergency braking times, the proportion of speeding time, the average acceleration, and the like.

[0074] like Figure 3 As shown, step 1021 includes:

[0075] Step 10211: Determine the score corresponding to each driving style state parameter according to the preset scoring algorithms corresponding to each driving style state parameter.

[0076] The scoring algorithm corresponding to each driving style parameter can be preset. For example, for the number of emergency braking times, the ratio of the number of emergency braking times to the total number of braking times can be used as the corresponding score.

[0077] Step 10212, based on the preset weight corresponding to each score, weighted sum is performed on the scores obtained to obtain the driving style score parameter.

[0078] The weight corresponding to each score can be set according to actual needs to adjust the emphasis of calculating the driving style score.

[0079] As an example, assuming that the preset weight corresponding to the number of emergency braking times is A1, the preset weight corresponding to the speeding time ratio is A2, and the preset weight corresponding to the average acceleration is A3, then after obtaining the scores S1, S2, and S3 corresponding to the above three driving style state parameters, the driving style score parameters are as follows:

[0080] S=A1*S1+A2*S2+A3*S3.

[0081] Step 10213, determining the driving style of the driver of the vehicle based on the driving style scoring parameters.

[0082] Specifically, each driving style may correspond to a scoring segment, and by determining the calculated driving style scoring parameter, the scoring segment to which it belongs may be determined, thereby determining the driving style. Generally, the higher the value of the driving style scoring parameter, the more aggressive the driving style is.

[0083] This embodiment obtains at least one driving style state parameter, determines the score of each driving style state parameter, and then calculates the driving style score parameter by weighted summation, so that the driver's driving style can be judged from multiple aspects and the accuracy of determining the driving style can be improved.

[0084] In some optional implementations, at least one driving style state parameter includes at least one of the following: number of emergency braking, overspeed time, acceleration. The acceleration can be a positive value or a negative value, that is, when it is a positive value, the vehicle speed increases, and when it is a negative value, the vehicle speed decreases. Since increasing the vehicle speed or decreasing the vehicle speed can both represent the driver's driving style, the acceleration can take an absolute value.

[0085] The above step 10211 may be performed as follows:

[0086] First, a first ratio of the number of emergency brakes to the total number of brakes is determined, and based on the first ratio, a score corresponding to the number of emergency brakes is determined.

[0087] The vehicle can detect the depth of the driver's brake pedal in real time. If the depth of the brake pedal exceeds a preset depth, it is determined that the current braking is emergency. The number of emergency brakes and the total number of brakes can be the number of times counted within a specific time period. For example, a statistical cycle can be set, and the number of emergency brakes and the total number of brakes are counted once in each statistical cycle.

[0088] After obtaining the first ratio, the first ratio may be directly used as a score, or the first ratio may be converted into a score within a preset range (eg, a percentage range).

[0089] Second, a second ratio of the speeding time to the total driving time is determined, and based on the second ratio, a score corresponding to the speeding time is determined.

[0090] The speeding time can be obtained by determining the vehicle's speed in real time and performing statistics. The speeding time and the total driving time can be the time counted within a specific time period. For example, a statistical cycle can be set, and the speeding time and the total driving time are counted once in each statistical cycle.

[0091] After obtaining the second ratio, the second ratio may be directly used as a score, or the second ratio may be converted into a score within a preset range.

[0092] Third, an average value of the acceleration in the target time period is determined, and a maximum value of the acceleration in the target time period is determined, and a score corresponding to the acceleration is determined based on the maximum value.

[0093] The target time period is any time period, for example, the entire journey of the vehicle is taken as the target time period, or a statistical period is set and the statistical period is taken as the target time period. The average value of acceleration can be the average of the acceleration collected during each acceleration and deceleration in the target time period. The formula for determining acceleration is: |final speed-initial speed| / acceleration time.

[0094] Furthermore, the ratio of the maximum value to the average value of the acceleration may be calculated, and the score corresponding to the acceleration may be determined based on the ratio. For example, the ratio may be used directly as the score, or the ratio may be converted into a score within a preset range.

[0095] Furthermore, when executing the subsequent step 10222, a weighted sum may be performed on at least one of the above three scores to calculate a driving style score.

[0096] This embodiment obtains at least one of the number of emergency braking times, speeding time, and acceleration as a driving style state parameter, thereby achieving more targeted collection of parameters that can accurately represent the driving style for driving style calculation, thereby improving the accuracy and efficiency of driving style judgment.

[0097] In some optional implementations, such as Figure 4 As shown, step 101 includes:

[0098] Step 1011 : acquiring a first number of driving style state parameters from a set of driving style state parameters collected within a target data collection period.

[0099] The target data collection cycle may be a fixed time length or a fixed driving distance. For example, one data collection cycle is every 100 km. The target data collection cycle may be the most recent complete data collection cycle. That is, this step may be performed when the end time of a complete data collection cycle is reached. The first number may be a fixed number or a number calculated based on a preset percentage and the total number of data collected in the target data collection cycle.

[0100] Since there may be multiple types of driving style state parameters, a first number of driving style state parameters may be obtained for each driving style state parameter. For example, for the number of emergency braking times, speeding time, and acceleration described in the above embodiment, a first number of driving style state parameters corresponding to a target data collection period and the following second number of driving style state parameters may be obtained.

[0101] Step 1012: Obtain a second number of driving style state parameters from the historical driving style state parameter set.

[0102] The second number may be a fixed number or a number calculated according to a preset percentage and the total number of data in the historical driving style state parameter set. The second number may be the same as or different from the first number. The historical driving style state parameter may be the total amount of data collected in all data collection cycles before the target data collection cycle or the total amount of data collected in a specific number of data collection cycles before the target data collection cycle.

[0103] Step 1013: Determine a driving style state parameter based on the first number of driving style state parameters and the second number of driving style state parameters.

[0104] Optionally, a set consisting of the first number of driving style state parameters and a set consisting of the second number of driving style state parameters may be taken as a union to obtain the driving style parameters included in the vehicle state parameters. The union may also be filtered (for example, by removing the maximum value, the minimum value, etc.), and the filtered data is used as the driving style parameters included in the vehicle state parameters.

[0105] The driving style state parameters for determining the driving style obtained through this embodiment include data collected in the most recent data collection cycle and data collected in part of the historical time, that is, new data and original data. Therefore, when judging the driving style, both the current vehicle state and the historical vehicle state can be taken into account, which helps to judge the driving style more accurately.

[0106] In some optional implementations, the fault status parameters include transmission system fault parameters and cooling system fault parameters.

[0107] Among them, the transmission system fault parameters can indicate the wear of components such as the gearbox, clutch, drive shaft, universal joint, differential, etc. in the vehicle transmission system. If the degree of wear is high, it will increase the energy loss during power transmission, and the wear of the friction plate or gear will lead to a decrease in transmission efficiency, thereby reducing the actual torque reaching the wheels.

[0108] Cooling system fault parameters can indicate conditions such as scale in the vehicle cooling system, coolant aging or radiator blockage. When these conditions are serious, it will cause the engine to overheat, which in turn will cause the engine power to drop, resulting in a reduction in torque.

[0109] like Figure 5 As shown, step 1023 includes:

[0110] Step 10231, determining the transmission system fault state and the cooling system fault state according to the transmission system fault parameters and the cooling system fault parameters.

[0111] Typically, the transmission system fault state and the cooling system fault state include multiple fault levels, respectively. The method for determining the fault level can be implemented using relevant technologies in the art. For example, for the transmission system fault parameters, the fault state parameters of each transmission component can be collected, and the fault level corresponding to each fault state parameter can be determined based on the corresponding relationship between the fault state parameters and the fault level. A comprehensive judgment is made on the fault states of multiple transmission components to determine the total fault level of the transmission system. For the cooling system fault parameters, a similar method can be used, which will not be repeated here.

[0112] This embodiment determines the fault status of the transmission system and the cooling system, thereby realizing rapid determination of the faults of key parts of the vehicle that have a greater impact on the torque, thereby adjusting the torque in a more targeted manner.

[0113] In some optional implementations, step 1024 includes:

[0114] Step 10241, obtaining a transmission system fault torque adjustment coefficient corresponding to a transmission system fault state, and a cooling system fault torque adjustment coefficient corresponding to a cooling system fault state.

[0115] As an example, the corresponding relationship between the transmission system fault level and the transmission system fault torque adjustment coefficient can be shown in the following Table 2:

[0116] Table 2

[0117]

[0118] In Table 2, the higher the transmission system fault level, the greater the impact of the fault on the torque transmission. In order to compensate for the decrease in torque, the corresponding transmission system fault torque adjustment coefficient is higher.

[0119] The corresponding relationship between the cooling system fault level and the cooling system fault torque adjustment coefficient can be shown in the following Table 3:

[0120] Table 3

[0121]

[0122] In Table 3, the higher the cooling system fault level, the worse the cooling effect of the cooling system, which correspondingly leads to a greater decrease in the engine output power and a greater decrease in the output torque. In order to compensate for the decrease in torque, the corresponding cooling system fault torque adjustment coefficient is higher.

[0123] Furthermore, step 1041 includes:

[0124] Step 10411, adjusting the target torque according to the style torque adjustment coefficient, the transmission system fault torque adjustment coefficient and the cooling system fault torque adjustment coefficient to obtain an adjusted target torque.

[0125] Optionally, the calculation formula for calculating the adjusted target torque may be: adjusted target torque = target torque * style torque adjustment coefficient * transmission system fault torque adjustment coefficient * cooling system fault torque adjustment coefficient. In addition, further processing may be performed based on the calculation formula, such as adding a preset offset.

[0126] This embodiment achieves targeted adjustment of torque for key vehicle faults by determining transmission system fault parameters and cooling system fault parameters, so that the torque currently output by the vehicle can overcome the reduced driving performance caused by the vehicle fault and improve the environmental adaptability of the vehicle during driving.

[0127] In some optional implementations, such as Figure 6 As shown, after step 104, the method further includes:

[0128] Step 105 : determining a target driving mode corresponding to the adjusted target torque according to a preset torque range corresponding to at least one driving mode.

[0129] Among them, as the output torque increases, the driving modes may include energy-saving mode, comfort mode, sports mode, ejection mode, etc. Each driving mode corresponds to a torque range, and the corresponding driving mode can be determined according to the torque range of the above-adjusted target torque.

[0130] Step 106 , setting the current energy recovery level of the vehicle to the target energy recovery level corresponding to the target driving mode.

[0131] Among them, different target driving modes correspond to different energy recovery levels. Generally, if the adjusted target torque is within the output torque range of the energy-saving mode, the current energy recovery level is determined to be the energy recovery level enhancement; if it is within the output torque range of the comfort mode, the current energy recovery level is determined to be the energy recovery level strength; if it is within the output torque range of the sports mode, the current energy recovery level is determined to be the energy recovery level standard; if it is within the output torque range of the launch mode, the current energy recovery level is determined to be the energy recovery level off. After determining the energy recovery level, the energy recovery level of the vehicle can be adjusted according to the relevant energy recovery adjustment method in the field.

[0132] This embodiment determines the driving mode according to the torque after adjusting the torque, and then adjusts the energy recovery level, thereby adaptively adjusting the energy recovery level according to the driver's driving habits and vehicle status, thereby helping to improve the energy efficiency of the vehicle.

[0133] Figure 7 A schematic diagram of the structure of a vehicle torque control device provided in an embodiment of the present application. Specifically comprising:

[0134] An acquisition module 701 is used to acquire vehicle state parameters recorded during driving of the vehicle, wherein the vehicle state parameters include driving style state parameters and / or fault state parameters;

[0135] A first determination module 702 is used to determine a torque adjustment coefficient based on a vehicle state parameter, where the torque adjustment coefficient includes a style torque adjustment coefficient and / or a fault torque adjustment coefficient;

[0136] The second determination module 703 is used to determine the current driving state parameter of the vehicle and determine the target torque corresponding to the driving state parameter according to a preset torque table;

[0137] The adjustment module 704 is used to adjust the target torque according to the torque adjustment coefficient to obtain an adjusted target torque.

[0138] In some optional implementations, the first determination module includes: a first determination unit, used to determine the driving style of the driver of the vehicle based on the driving style state parameters included in the vehicle state parameters; a first acquisition unit, used to obtain a pre-set style torque adjustment coefficient corresponding to the driving style; a second determination unit, used to determine the current fault state of the vehicle based on the fault state parameters included in the vehicle state parameters; and a second acquisition unit, used to obtain a pre-set fault torque adjustment coefficient corresponding to the fault state.

[0139] In some optional implementations, there are at least two types of driving style state parameters; the first determination unit includes: a first determination subunit, used to determine the score corresponding to each driving style state parameter according to the preset scoring algorithms corresponding to each driving style state parameter; a calculation subunit, used to perform weighted summation of the obtained scores based on the preset weight corresponding to each score to obtain a driving style scoring parameter; and a second determination subunit, used to determine the driving style of the driver of the vehicle based on the driving style scoring parameter.

[0140] In some optional implementations, at least one driving style state parameter includes at least one of the following: number of emergency brakes, speeding time, and acceleration; the first determination subunit is further used to: determine a first ratio of the number of emergency brakes to the total number of brakes, and based on the first ratio, determine a score corresponding to the number of emergency brakes; determine a second ratio of the speeding time to the total driving time, and based on the second ratio, determine a score corresponding to the speeding time; determine an average value of the acceleration in the target time period, and determine a maximum value of the acceleration in the target time period, and based on the maximum value, determine a score corresponding to the acceleration.

[0141] In some optional implementations, the acquisition module includes: a first acquisition unit, used to acquire a first number of driving style state parameters from a set of driving style state parameters collected within a target data collection period; a second acquisition unit, used to acquire a second number of driving style state parameters from a set of historical driving style state parameters; and a third determination subunit, used to determine the driving style state parameters based on the first number of driving style state parameters and the second number of driving style state parameters.

[0142] In some optional implementations, the second determination unit includes: a fourth determination subunit, configured to determine a transmission system fault state and a cooling system fault state according to a transmission system fault parameter and a cooling system fault parameter.

[0143] In some optional implementations, the second acquisition unit is further used to: acquire a transmission system fault torque adjustment coefficient corresponding to the transmission system fault state, and a cooling system fault torque adjustment coefficient corresponding to the cooling system fault state.

[0144] In some optional implementations, the device also includes: a third determination module, used to determine the target driving mode corresponding to the adjusted torque based on the torque range corresponding to at least one preset driving mode; a setting module, used to set the vehicle's current energy recovery level to the target energy recovery level corresponding to the target driving mode.

[0145] The vehicle torque control device provided in this embodiment can be as follows Figure 7The vehicle torque control device shown in can execute all steps of the above vehicle torque control methods, thereby achieving the technical effects of the above vehicle torque control methods. Please refer to the above related description for details. For the sake of brevity, it will not be repeated here.

[0146] Figure 8 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application, Figure 8 The electronic device 800 shown includes: at least one processor 801, a memory 802, at least one network interface 804 and other user interfaces 803. The various components in the electronic device 800 are coupled together via a bus system 805. It is understood that the bus system 805 is used to achieve connection and communication between these components. In addition to the data bus, the bus system 805 also includes a power bus, a control bus and a status signal bus. However, for the sake of clarity, the bus system 805 is not described in detail. Figure 8 Various buses are labeled as bus system 805 .

[0147] The user interface 803 may include a display, a keyboard, or a pointing device (eg, a mouse, a trackball, a touch pad, or a touch screen).

[0148] It can be understood that the memory 802 in the embodiment of the present application can be a volatile memory or a non-volatile memory, or can include both volatile and non-volatile memories. Among them, the non-volatile memory can be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory can be a random access memory (RAM), which is used as an external cache. By way of example but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM), and direct RAM bus random access memory (DRRAM). The memory 802 described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0149] In some implementations, the memory 802 stores the following elements, executable units or data structures, or a subset thereof, or an extended set thereof: an operating system 8021 and an application program 8022 .

[0150] The operating system 8021 includes various system programs, such as a framework layer, a core library layer, a driver layer, etc., which are used to implement various basic services and process hardware-based tasks. The application 8022 includes various application programs, such as a media player (Media Player), a browser (Browser), etc., which are used to implement various application services. The program for implementing the method of the embodiment of the present application can be included in the application 8022.

[0151] In this embodiment, by calling the program or instruction stored in the memory 802, specifically, the program or instruction stored in the application 8022, the processor 801 is used to execute the method steps provided by each method embodiment, for example, including:

[0152] Acquire vehicle state parameters recorded during driving, the vehicle state parameters including driving style state parameters and / or fault state parameters; determine a torque adjustment coefficient based on the vehicle state parameters, the torque adjustment coefficient including a style torque adjustment coefficient and / or a fault torque adjustment coefficient; determine the current driving state parameters of the vehicle, and determine a target torque corresponding to the driving state parameters according to a preset torque table; adjust the target torque according to the torque adjustment coefficient to obtain an adjusted target torque.

[0153] The method disclosed in the above embodiment of the present application can be applied to the processor 801, or implemented by the processor 801. The processor 801 may be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the above method can be completed by the hardware integrated logic circuit or software instructions in the processor 801. The above processor 801 may be a general processor, a digital signal processor (Digital Signal Processor, DSP), an application specific integrated circuit (Application Specific Integrated Circuit, ASIC), a field programmable gate array (Field Programmable Gate Array, FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. The methods, steps and logic block diagrams disclosed in the embodiments of the present application can be implemented or executed. The general processor may be a microprocessor or the processor may also be any conventional processor, etc. The steps of the method disclosed in the embodiment of the present application can be directly embodied as a hardware decoding processor to execute, or the hardware and software units in the decoding processor are combined and executed. The software unit may be located in a mature storage medium in the field such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory 802, and the processor 801 reads the information in the memory 802 and completes the steps of the above method in combination with its hardware.

[0154] It is understood that the embodiments described herein may be implemented in hardware, software, firmware, middleware, microcode, or a combination thereof. For hardware implementation, the processing unit may be implemented in one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPDevice, DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), general purpose processors, controllers, microcontrollers, microprocessors, other electronic units for performing the above functions of the present application, or a combination thereof.

[0155] For software implementation, the technology described above in this article can be implemented by a unit that performs the functions described above in this article. The software code can be stored in a memory and executed by a processor. The memory can be implemented in the processor or outside the processor.

[0156] The electronic device provided in this embodiment may be Figure 8 The electronic device shown in can execute all the steps of the vehicle torque control methods described above, thereby achieving the technical effects of the vehicle torque control methods described above. Please refer to the above related description for details. For the sake of brevity, it will not be repeated here.

[0157] The embodiment of the present application also provides a storage medium (computer-readable storage medium). The storage medium here stores one or more programs. The storage medium may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a read-only memory, a flash memory, a hard disk or a solid-state drive; the memory may also include a combination of the above-mentioned types of memory.

[0158] When one or more programs in the storage medium can be executed by one or more processors, the vehicle torque control method executed on the electronic device side can be implemented.

[0159] The processor is used to execute the program stored in the memory to implement the following steps of the vehicle torque control method executed on the electronic device side:

[0160] Acquire vehicle state parameters recorded during driving, the vehicle state parameters including driving style state parameters and / or fault state parameters; determine a torque adjustment coefficient based on the vehicle state parameters, the torque adjustment coefficient including a style torque adjustment coefficient and / or a fault torque adjustment coefficient; determine the current driving state parameters of the vehicle, and determine a target torque corresponding to the driving state parameters according to a preset torque table; adjust the target torque according to the torque adjustment coefficient to obtain an adjusted target torque.

[0161] The professionals should further realize that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented by electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in terms of function in the above description. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different circuits to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0162] The steps of the circuits or algorithms described in conjunction with the embodiments disclosed herein may be implemented using hardware, software modules executed by a processor, or a combination of the two. The software modules may be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0163] It should be understood that the terms used in the text are only for the purpose of describing specific example embodiments, and are not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms "one", "an" and "said" as used in the text may also be meant to include plural forms. The terms "include", "comprise", "contain", and "have" are inclusive, and therefore specify the existence of stated features, steps, operations, elements and / or parts, but do not exclude the existence or addition of one or more other features, steps, operations, elements, parts, and / or combinations thereof. The steps, processes, and operations described in the text are not interpreted as necessarily requiring them to be performed in the specific order described or illustrated, unless the execution order is clearly indicated. It should also be understood that additional or alternative steps may be used.

[0164] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A vehicle torque control method, characterized in that: The method comprises: Acquiring vehicle state parameters recorded during driving of the vehicle, wherein the vehicle state parameters include driving style state parameters and fault state parameters; Based on the vehicle state parameter, determining a torque adjustment coefficient, the torque adjustment coefficient comprising a style torque adjustment coefficient and a fault torque adjustment coefficient; Determining a current driving state parameter of the vehicle, and determining a target torque corresponding to the driving state parameter according to a preset torque table; The target torque is adjusted according to the style torque adjustment coefficient and the fault torque adjustment coefficient to obtain the adjusted target torque.

2. The method according to claim 1, characterized in that The step of determining the torque adjustment coefficient based on the vehicle state parameter includes: determining a driving style of a driver of the vehicle based on a driving style state parameter included in the vehicle state parameter; acquiring a preset style torque adjustment coefficient corresponding to the driving style; Determining a current fault state of the vehicle based on a fault state parameter included in the vehicle state parameter; A preset fault torque adjustment coefficient corresponding to the fault state is obtained.

3. The method according to claim 2, characterized in that The driving style state parameters are of at least two types; The determining the driving style of the driver of the vehicle based on the driving style state parameter included in the vehicle state parameter comprises: Determine the score corresponding to each driving style state parameter according to the preset scoring algorithms corresponding to each driving style state parameter; Based on the preset weight corresponding to each score, the scores are weighted and summed to obtain the driving style score parameter; Based on the driving style scoring parameter, a driving style of a driver of the vehicle is determined.

4. The method according to claim 3, characterized in that The at least two driving style state parameters include at least one of the following: number of emergency braking, speeding duration, and acceleration; The step of determining the score corresponding to each driving style state parameter according to the preset scoring algorithms corresponding to the respective driving style state parameters comprises: Determine a first ratio of the number of emergency braking times to the total number of braking times, and determine a score corresponding to the number of emergency braking times based on the first ratio; Determine a second ratio of the speeding duration to the total driving duration, and determine a score corresponding to the speeding duration based on the second ratio; An average value of the acceleration in a target time period is determined, and a maximum value of the acceleration in the target time period is determined, and a score corresponding to the acceleration is determined based on the maximum value.

5. The method according to claim 1, characterized in that The obtaining of vehicle state parameters recorded during the driving of the vehicle includes: Acquiring a first number of driving style state parameters from a set of driving style state parameters collected within a target data collection period; acquiring a second number of driving style state parameters from the historical driving style state parameter set; Based on the first number of driving style state parameters and the second number of driving style state parameters, a driving style state parameter is determined.

6. The method according to claim 2, characterized in that The fault state parameters include transmission system fault parameters and cooling system fault parameters; The determining the current fault state of the vehicle based on the fault state parameter included in the vehicle state parameter comprises: A transmission system fault state and a cooling system fault state are determined according to the transmission system fault parameters and the cooling system fault parameters.

7. The method according to claim 6, characterized in that The obtaining of a preset fault torque adjustment coefficient corresponding to the fault state includes: A transmission system fault torque adjustment coefficient corresponding to the transmission system fault state and a cooling system fault torque adjustment coefficient corresponding to the cooling system fault state are obtained.

8. The method according to claim 1, characterized in that After adjusting the target torque according to the torque adjustment coefficient to obtain the adjusted target torque, the method further includes: Determining a target driving mode corresponding to the adjusted torque according to a preset torque range corresponding to at least one driving mode; The current energy recovery level of the vehicle is set to the target energy recovery level corresponding to the target driving mode.

9. A vehicle torque control device, characterized in that: The device comprises: An acquisition module, used to acquire vehicle state parameters recorded during driving of the vehicle, wherein the vehicle state parameters include driving style state parameters and fault state parameters; A first determination module, configured to determine a torque adjustment coefficient based on the vehicle state parameter, wherein the torque adjustment coefficient includes a style torque adjustment coefficient and a fault torque adjustment coefficient; a second determination module, configured to determine a current driving state parameter of the vehicle, and determine a target torque corresponding to the driving state parameter according to a preset torque table; The adjustment module is used to adjust the target torque according to the style torque adjustment coefficient and the fault torque adjustment coefficient to obtain the adjusted target torque.

10. An electronic device, characterized in that: include: Memory for storing computer programs; A processor is used to execute the computer program stored in the memory, and when the computer program is executed, the vehicle torque control method described in any one of claims 1 to 8 is implemented.

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