Torque control method for dynamic gear shifting, electronic equipment and vehicle

Abstract

The invention provides a torque control method for dynamic gear shifting, electronic equipment and a vehicle, the current vehicle state can be determined according to wheel state information, and the current control stage of dynamic gear shifting is determined according to the current vehicle state and a target gear; and a vehicle direction coefficient corresponding to the current control stage is determined, the torque calculation process is corrected according to the vehicle direction coefficient, the request torque is obtained, and the motor is controlled according to the request torque. The current control stage of dynamic gear shifting is determined according to the current vehicle state and the target gear, different vehicle direction coefficients are matched for different control stages, the torque calculation process is corrected according to the vehicle direction coefficients, it is guaranteed that the dynamic gear shifting acceleration process is not affected while the braking deceleration process of dynamic gear shifting is accelerated, and the dynamic gear shifting speed is increased. The dynamic gear shifting efficiency in the creeping mode is improved, and better dynamic gear shifting experience is provided for a user in the creeping mode.

Description

Technical Field

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

[0002] New energy vehicles all have a dynamic shift function, the main purpose of which is to allow the driver to perform dynamic shifting without stepping on the brake pedal at low speeds (can switch between forward gear, neutral gear and reverse gear, but dynamic shifting does not include switching of P gear), improving the user's driving experience; the dynamic shift function is often used in conjunction with the creeping function, which means that when the vehicle is at a low speed, the driver can use the creeping function to make the vehicle move slowly without stepping on the brake and accelerator pedals, thereby improving the driving experience. However, when the two functions are used in combination, the shifting process may be slow, giving users a bad experience. Summary of the invention

[0003] In view of this, the purpose of the present application is to propose a torque control method for dynamic shifting, an electronic device and a vehicle, so as to improve the shifting effect during dynamic shifting in creep mode.

[0004] Based on the above purpose, the present application provides a torque control method for dynamic shifting, comprising:

[0005] In response to detecting a dynamic shift signal in the creep mode, determining a target gear position and a target vehicle speed corresponding to the dynamic shift signal;

[0006] Determining a current vehicle state according to the wheel state information, and determining a current control stage of dynamic shifting according to the current vehicle state and the target gear position;

[0007] A vehicle directional coefficient corresponding to the current control stage is determined, and a torque calculation process is corrected according to the vehicle directional coefficient to obtain a requested torque, and a motor is controlled according to the requested torque.

[0008] 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.

[0009] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the electronic device as described above.

[0010] As can be seen from the above, the torque control method, electronic device and vehicle for dynamic shifting provided by the present application, in response to detecting a dynamic shifting signal in creeping mode, determine the target gear and target vehicle speed corresponding to the dynamic shifting signal; determine the current vehicle state according to the wheel state information, and determine the current control stage of dynamic shifting according to the current vehicle state and the target gear; determine the vehicle direction coefficient corresponding to the current control stage, and correct the torque calculation process according to the vehicle direction coefficient to obtain the requested torque, and control the motor according to the requested torque. The current control stage of dynamic shifting is determined according to the current vehicle state and the target gear, and different vehicle direction coefficients are matched for different control stages, and the torque calculation process is corrected according to the vehicle direction coefficient, so as to speed up the braking deceleration process of dynamic shifting while ensuring that the acceleration process of dynamic shifting is not affected, thereby improving the efficiency of dynamic shifting in creeping mode and providing users with a better dynamic shifting experience in creeping mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] 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.

[0012] Figure 1 This is a flow chart of the torque control method of dynamic shifting according to an embodiment of the present application;

[0013] Figure 2 A flow chart for determining a current control phase of a dynamic shift for an embodiment of the present application;

[0014] Figure 3 A flow chart for determining a vehicle directional coefficient corresponding to a current control stage for an embodiment of the present application;

[0015] Figure 4 This is a flow chart of correcting the torque calculation process according to the vehicle direction coefficient in an embodiment of the present application;

[0016] Figure 5 This is a flow chart of torque switching control according to an embodiment of the present application;

[0017] Figure 6 A flow chart of performing slope compensation on the requested torque according to an embodiment of the present application;

[0018] Figure 7 This is a schematic diagram of the structure of a torque control device for dynamic shifting according to an embodiment of the present application;

[0019] Figure 8 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0020] 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.

[0021] 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.

[0022] It should be understood herein that any number of elements in the drawings is for illustration rather than limitation, and any naming is only for distinction rather than having any limiting meaning.

[0023] Based on the description of the above background technology, the related technology also has the following situations:

[0024] When the creep function is activated, the calculation of the requested torque in creep mode is performed through PI closed-loop regulation. PI closed-loop control is the most commonly used control strategy in control theory. It consists of two parts: proportional control and integral control, which can effectively solve the problems of control response speed and steady-state error.

[0025] Among them, proportional control is the main part of PI closed-loop control, which proportionally amplifies the error between the feedback signal and the target signal, and then uses the amplified signal as the output signal of proportional control. Specifically, proportional control multiplies the error signal by a proportional gain coefficient Kp, and then uses the result as the output signal. The size of the proportional gain coefficient Kp determines the response speed of the control. When Kp is too large, the system will oscillate, otherwise it will cause the system to respond too slowly.

[0026] As another part of PI closed-loop control, integral control integrates the error signal and then uses the integral result as the output signal of integral control. The main function of integral control is to solve the steady-state error problem of the system. When there is a steady-state error in the system, integral control can continuously integrate the error signal and feed the result back to the system to gradually eliminate the error. The integral gain coefficient Ki of integral control needs to be adjusted according to the actual situation of the system. When Ki is too large, the system will amplify the steady-state error, otherwise it will cause the system to respond too slowly.

[0027] The calculation formula for determining the requested torque through PI closed-loop control can be expressed as:

[0028]

[0029] Wherein, N(t) represents the requested torque output at time t, ΔV(t) represents the vehicle speed difference between the target vehicle speed at time t and the current vehicle speed, Kp represents the proportional gain coefficient, Ki represents the integral gain coefficient, and t represents time.

[0030] However, when the vehicle creep function is activated, the driver performs dynamic gear shifting, such as DR or RD, in order to make the vehicle move from forward to backward, or from backward to forward. However, since the direction factor is not taken into account in the above creep torque calculation process, when the driver performs dynamic gear shifting, the entire process will be very slow due to the relatively small value of the requested torque, which brings a different driving experience to the user.

[0031] The torque control method, electronic device and vehicle for dynamic shifting provided by the embodiment of the present application, in response to detecting a dynamic shifting signal in creeping mode, determine the target gear and target vehicle speed corresponding to the dynamic shifting signal; determine the current vehicle state according to the wheel state information, and determine the current control stage of dynamic shifting according to the current vehicle state and the target gear; determine the vehicle direction coefficient corresponding to the current control stage, and correct the torque calculation process according to the vehicle direction coefficient to obtain the requested torque, and control the motor according to the requested torque. The current control stage of dynamic shifting is determined according to the current vehicle state and the target gear, and different vehicle direction coefficients are matched for different control stages, and the torque calculation process is corrected according to the vehicle direction coefficient, so as to speed up the braking deceleration process of dynamic shifting while ensuring that the acceleration process of dynamic shifting is not affected, thereby improving the dynamic shifting efficiency in creeping mode and providing users with a better dynamic shifting experience in creeping mode.

[0032] The torque control method for dynamic shifting provided by the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0033] In some embodiments, Figure 1As shown, a torque control method for dynamic shifting includes:

[0034] Step 101: In response to detecting a dynamic shift signal in a creep mode, determining a target gear position and a target vehicle speed corresponding to the dynamic shift signal.

[0035] In specific implementation, after the creep mode is activated, the creep mode will not be entered immediately, but it is necessary to further determine whether the current vehicle speed meets the corresponding creep control condition, wherein the creep control condition can be at least one vehicle speed threshold. When the current vehicle speed is greater than the vehicle speed threshold, it is determined that the creep control condition is not met. When the current vehicle speed is less than or equal to the vehicle speed threshold, it is determined that the creep control condition is met. The creep control condition can be a vehicle speed interval. When the current vehicle speed is within the vehicle speed interval, it is determined that the creep control condition is met. When the current vehicle speed is outside the vehicle speed interval, it is determined that the creep control condition is not met.

[0036] Taking the vehicle speed range as an example to determine whether the creep control conditions are met, the vehicle speed range is generally [0, x+y], where x represents the corresponding target vehicle speed, and y represents the adjusted reserved vehicle speed. The upper boundary vehicle speed can also be max(x)+max(y), where max(x) represents the target vehicle speed when the slope is 0, and max(y) represents the maximum reserved value of the adjusted reserved vehicle speed. The lower boundary vehicle speed of the speed range is 0 to ensure that the scenarios of entering the creep mode from a stationary start and entering the creep mode at low speed are covered, ensuring that the creep mode can be directly entered when driving at low speed to perform corresponding torque control.

[0037] When the upper boundary speed is max(x)+max(y), when decelerating at a high speed, the speed between the current speed and the upper boundary speed that needs to be decelerated is smaller, and the creep mode can be entered faster. When x+y is used as the upper boundary speed, the target speed will vary with the vehicle speed, slope and master cylinder pressure value of the brake master cylinder. It is a dynamically changing value and satisfies max(x)≥x. The value of y depends on the specific configuration information of the vehicle's motor. If the motor performance is high, fast torque adjustment can be achieved, and y can be a smaller value, such as y=2; if the motor performance is poor and fast torque adjustment cannot be achieved, y can be a larger value, such as y=3, and max(y)≥y is satisfied. Among them, after adjusting the reserved vehicle speed to enter the creep mode, the vehicle motor will output the compensated creep request torque, but there may be a difference between the motor torque when entering the creep mode and the creep request torque, so the reserved vehicle speed is adjusted to leave sufficient time for the torque adjustment. While the torque is being adjusted, the vehicle speed is adjusted to the corresponding target speed and the creep driving process is entered.

[0038] After entering the creep mode, the vehicle speed needs to be adjusted to the target speed, so the target speed needs to be determined based on the vehicle operating parameters and the preset default speed. The target speed is the speed at which the vehicle maintains stable driving in the creep mode. However, a fixed target speed will cause the vehicle to slip, so the preset default speed needs to be compensated according to the vehicle operating parameters to ensure that creeping at the target speed will not cause slipping. The compensation is a deceleration process. Creeping at a slower target speed can reduce momentum on a sloped road and reduce the difficulty of speed control to avoid slipping.

[0039] Among them, in creep mode, the vehicle operation parameters related to determining the target speed include the current detection slope, the master cylinder pressure value of the brake master cylinder and the steering wheel angle. Different target speeds can be set according to different current detection slopes (of course, the target speeds under different slopes can also be set to the same value). For example, when driving on a flat road or an uphill / downhill road with a small slope, the target speed can be set to 6kph, but when driving on a steep uphill / downhill road, the target speed can be appropriately reduced for safety reasons. For example, for an uphill road with a slope of >30% or a downhill road with a slope of <-30%, the target speed can be set to 4kph. Among them, the chassis electronic stability system sends the vehicle slope signal to the VCU to obtain the current detection slope; or the chassis electronic stability system sends the vehicle longitudinal acceleration to the VCU, and the VCU calculates the current detection slope based on the longitudinal acceleration. Positive values ​​represent uphill states, and negative values ​​represent downhill states.

[0040] Similarly, for safety reasons, the target vehicle speed can also be corrected according to the steering wheel angle and the master cylinder pressure value of the brake master cylinder after the brake pedal is stepped on. The larger the steering wheel angle, the greater the control difficulty, the larger the correction amplitude, and the smaller the target vehicle speed. The smaller the steering wheel angle, the smaller the control difficulty, the smaller the correction amplitude, and the larger the target vehicle speed. The larger the master cylinder pressure value of the brake master cylinder, the deeper the depth of stepping on the brake pedal, the stronger the driver's desire to slow down, and the smaller the target vehicle speed. The smaller the master cylinder pressure value of the brake master cylinder, the shallower the depth of stepping on the brake pedal, the weaker the driver's desire to slow down, and the larger the target vehicle speed.

[0041] At the same time, the default vehicle speed is corrected according to the current detected slope, the master cylinder pressure value of the brake master cylinder and the steering wheel angle to obtain three corrected vehicle speeds. Then the smallest corrected vehicle speed among the three corrected vehicle speeds is determined as the final target vehicle speed to reduce the difficulty of maintaining the target vehicle speed in creeping form and avoid slipping.

[0042] When dynamic shifting is performed in creep mode, the DR or RD shifting can be performed directly without passing through the neutral gear. Therefore, dynamic shifting may change the gear position and speed of the vehicle. Therefore, when a dynamic shifting signal is detected in creep mode, it is first necessary to determine the target gear position and target speed corresponding to the dynamic shifting signal. If the dynamic shifting signal is a DR shifting signal, the target gear position is R gear, and the corresponding target vehicle speed becomes the speed corresponding to the target gear position R; if the dynamic shifting signal is an RD shifting signal, the target gear position is D gear, and the corresponding target vehicle speed becomes the speed corresponding to the target gear position D. Among them, the target vehicle speeds in D gear and R gear can be vehicle speeds of the same magnitude but opposite directions.

[0043] Step 102: Determine the current vehicle state according to the wheel state information, and determine the current control stage of the dynamic shift according to the current vehicle state and the target gear position.

[0044] In some embodiments, determining the current vehicle state according to the wheel state information includes:

[0045] Step 1021: Determine the wheel status according to the wheel status information.

[0046] In specific implementation, the wheel status information is a collection of data representing various states of the wheels, for example, including the tire pressure, speed, steering, wear condition, etc. of each wheel. Since there may be a risk of unexpected reverse driving during heterogeneous gear shifting, it is only necessary to determine the corresponding wheel state based on the speed and steering in the wheel status information, where the wheel state includes a stationary state and a moving state. Among them, if the speed of the wheel is less than or equal to the preset wheel speed threshold, it is determined that the single wheel is in a stationary state, and if all the wheels are in a stationary state, the wheel state is determined to be a stationary state. If the speed of the wheel is greater than the preset wheel speed threshold, it is determined that the single wheel is in a moving state. As long as there is a wheel in a moving state, the wheel state can be determined to be in a moving state.

[0047] Among them, the wheel speed threshold is a very small value, such as 0.5r / s. If 0 speed is used as the distinction between the stationary state and the moving state, the wheel may be in motion all the time due to sensor errors or slight movement of the vehicle. Therefore, the wheel speed threshold is used to divide the stationary state and the moving state of a single wheel.

[0048] Step 1022: In response to the wheel state being a stationary state and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, determining that the current vehicle state is a stationary state.

[0049] In the specific implementation, a vehicle with four wheels is used as an example. If the wheel state is stationary, it means that all four wheels are stationary, but there may be wheel slippage, that is, the wheel is not rotating but the vehicle is moving. For example, when driving on ice, if slippage occurs during braking, the vehicle will move relative to the ice, but the wheels may not be rotating at this time. Therefore, it is necessary to further determine whether the vehicle is really stationary based on the current vehicle speed.

[0050] If the current vehicle speed is less than or equal to the preset state speed threshold (e.g. 2km / h), it means that the vehicle is completely stationary or slightly moving, and the current vehicle state of the vehicle can be determined to be stationary. If the current vehicle speed is greater than the preset state speed threshold, it means that the vehicle is traveling at a certain speed, and there may be errors in judging the current vehicle state based on the wheel state, and the current vehicle state is determined to be moving, or a state fault alarm is issued.

[0051] Step 1023: In response to the wheel state being a moving state, determining a first number of wheels rotating in the forward direction and a second number of wheels rotating in the reverse direction.

[0052] In the specific implementation, a vehicle with four wheels is used as an example. If the wheel state is in motion, it means that there is at least one wheel that is rotating, and it is necessary to determine the current vehicle state based on the steering of the moving wheel. The steering of the wheel includes forward rotation to drive the vehicle forward, and reverse rotation to drive the vehicle backward. Therefore, after determining that the wheel state is in motion, it is necessary to determine the first number of wheels rotating forward and the second number of wheels rotating backward to determine the specific type of the vehicle's current operating state. Among them, the first number and the second number can both be 0.

[0053] Step 1024: In response to the first number being greater than the second number, determining that the current vehicle state is a forward state.

[0054] In a specific implementation, if the first number of wheels rotating in the forward direction is greater than the second number of wheels rotating in the reverse direction, it means that the wheels rotating in the forward direction are majority and the vehicle is moving forward as a whole, and it is determined that the current vehicle state is the forward state.

[0055] Step 1025: In response to the first number being less than the second number, determining that the current vehicle state is a reverse state.

[0056] In a specific implementation, if the first number of wheels rotating in the forward direction is less than the second number of wheels rotating in the reverse direction, it means that the wheels rotating in the reverse direction are majority and the vehicle is moving backward as a whole, and it is determined that the current vehicle state is the reverse state.

[0057] Step 1026: In response to the first number being equal to the second number and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, determining that the current vehicle state is a stationary state.

[0058] In specific implementation, assuming that the force provided by each wheel is the same, when the first number of wheels rotating in the forward direction is equal to the second number of wheels rotating in the reverse direction, the forward force and the backward force provided by the wheels are the same in magnitude and cancel each other out. At this time, the vehicle may be stationary, and it is necessary to further determine whether it is really stationary based on the current vehicle speed.

[0059] If the current vehicle speed is less than or equal to the preset state speed threshold (e.g. 2km / h), it means that the vehicle is completely stationary or slightly moving, and the current vehicle state of the vehicle can be determined to be stationary. If the current vehicle speed is greater than the preset state speed threshold, it means that the vehicle is traveling at a certain speed, and there may be errors in judging the current vehicle state based on the wheel state, and the current vehicle state is determined to be a moving state, or a state fault alarm is issued, because the vehicle may be in a slipping state at this time, and a fault alarm is issued to remind the user that there is a certain safety risk.

[0060] After determining the current vehicle state, the current control stage of the dynamic shift can be determined according to the current vehicle state and the target gear position. Since the vehicle is in creep mode, the vehicle is almost always in motion and only in a stationary state for a very short time. Therefore, the stationary state can be used as a boundary for dividing the control stages.

[0061] For example, the dynamic shifting process of RD in creep mode is described as an example, and the control stage includes:

[0062] The reverse driving stage before shifting gears is the stage before dynamic shifting gears. In the creep mode, the vehicle is in the reverse gear and is moving backward at a target speed at a constant speed. Assume that the requested torque at this time is A and the target speed is B.

[0063] The deceleration stage after the gear shift is the first stage of the dynamic gear shift control stage. At this time, the driver uses the dynamic gear shift function to switch the gear from R gear to D gear. At this time, the vehicle controller will determine that the vehicle needs to change direction and will perform a reversing process on the requested torque value A to obtain the requested torque C. The reversing process at this time can be understood as simply making a reversing request for the torque according to the target direction of the vehicle after the gear change, so as to control the motor to decelerate and reverse, but in fact the absolute value of the torque has not changed (when there is no external influence, the default torque absolute values ​​of the requested torque C and the requested torque A are the same. When affected by environmental factors such as slope, the torque absolute values ​​of the requested torque C and the requested torque A may also be different values); then after the vehicle switches the gear to D gear, since the requested torque A changes to the reverse requested torque C, the vehicle must perform a deceleration process until the vehicle speed drops to 0 and reaches a stationary state. At this time, the deceleration stage after the gear shift ends. It should be noted that the vehicle's driving direction in the deceleration stage is still backward (manifested as backward deceleration).

[0064] The stationary phase is the second phase of the dynamic shift control phase. As a transition phase between the deceleration phase and the acceleration phase, it lasts for a very short time. At this time, the vehicle is stationary for a short time, the current vehicle speed is 0, and the vehicle directional coefficient has no effect on the determination of the requested torque.

[0065] The acceleration phase after the gear shift is the third phase of the dynamic gear shift control phase, and the acceleration is performed with the target vehicle speed E as the target. When there is no external environmental influence, the target vehicle speed E is the same as the target vehicle speed B. If it is a working condition such as driving on a slope, the corresponding target vehicle speed E can be adjusted according to the slope. After the transition of the stationary phase, the vehicle enters the acceleration phase, and the requested torque value C is adjusted to obtain the requested torque F in the same direction as the requested torque C, and the vehicle is driven to accelerate according to the requested torque F until the vehicle speed reaches the target vehicle speed E. The dynamic gear shift control process in the creep mode is completed, and the vehicle completes the corresponding dynamic gear shift control.

[0066] Therefore, if the current vehicle state is stationary, it can be determined that the current control stage is the stationary stage. Since there are two types of dynamic shifting, DR and RD. If the current gear is D gear, it means that the dynamic shifting operation of RD is being executed. If the current vehicle state is reverse, it means that the current control stage is the deceleration stage. If the current vehicle state is forward, it means that the current control stage is the acceleration stage. If the current gear is R gear, it means that the dynamic shifting operation of DR is being executed. If the current vehicle state is forward, it means that the current control stage is the deceleration stage. If the current vehicle state is reverse, it means that the current control stage is the acceleration stage.

[0067] Step 103: Determine the vehicle directional coefficient corresponding to the current control stage, and modify the torque calculation process according to the vehicle directional coefficient to obtain the requested torque, and control the motor according to the requested torque.

[0068] In specific implementation, the torque calculation process of the requested torque in the PI closed-loop control in the related art can be expressed as:

[0069]

[0070] Wherein, N(t) represents the requested torque output at time t, ΔV(t) represents the speed difference, V(t) represents the current vehicle speed, Kp represents the proportional gain coefficient, Ki represents the integral gain coefficient, t represents time, and E represents the target vehicle speed. In the formula, all letters are positive values, and the direction is not considered, and only numerical calculations are performed. The inventor found that the requested torque calculated in this way is small, resulting in a long dynamic shifting process, which brings a poor user experience.

[0071] The value of the requested torque is mainly determined by the proportional control calculation, so there is no need to change the integral control item. However, in order to achieve a better effect, the vehicle speed difference of the integral control item can also be changed synchronously.

[0072] The embodiment of the present application corrects the torque calculation process by introducing a vehicle direction coefficient. For example, if the current control stage is a deceleration stage, the corresponding vehicle direction coefficient may be -1; if the current control stage is an acceleration stage, the corresponding vehicle direction coefficient may be 1; if the current control stage is a stationary stage, the corresponding vehicle direction coefficient may be 0.

[0073] Taking the integral control process as an example, the torque calculation process of the requested torque after the vehicle directional coefficient P is introduced can be expressed as:

[0074]

[0075] Since the change process of the vehicle's control stage is deceleration stage → stationary stage → acceleration stage, where P=-1 in the deceleration stage, P=0 in the stationary stage, and P=-1 in the acceleration stage, the change process of the vehicle's directional coefficient P is P=-1→P=0→P=1.

[0076] In the deceleration stage, since the deceleration stage is the first stage to enter the dynamic shift control and is mainly based on power, the deceleration time can be shortened by increasing the requested torque. Increasing the requested torque to shorten the deceleration time will not have a negative impact on the overall control, because there is an acceleration stage as a follow-up to dilute the risks that may occur in the deceleration stage. A safe environment can be provided for the large torque output in the deceleration stage, thereby ensuring the safety of deceleration with a large requested torque in the deceleration stage.

[0077] In order to increase the size of the requested torque and shorten the deceleration time, the torque calculation process of the requested torque after introducing the vehicle direction coefficient P can be expressed as:

[0078]

[0079] The proportional control torque of proportional control changes from Kp×(EV(t)) to Kp×(E+V(t)), the requested torque becomes larger, the deceleration rate becomes larger, the deceleration time of the vehicle is shortened, the time of the dynamic shifting process is reduced, and the user experience is improved.

[0080] In the stationary stage, theoretically, the current vehicle speed V(t) = 0, so the value of the vehicle directional coefficient P will not affect the calculated value of the requested torque. The vehicle directional coefficient P in the deceleration stage can be directly kept at -1 to reduce the changes in the calculation process and increase the calculation efficiency. For greater security, the vehicle directional coefficient P can also be set to 0 to ensure the safety of the requested torque calculation in the stationary stage, avoid the torque calculation error caused by the vehicle speed detection error, and ensure a larger requested torque when accelerating and starting.

[0081] In the acceleration phase, which is the last phase of the dynamic shift control phase, stability should be the main consideration. At this time, the vehicle direction coefficient P is adjusted to 1 to ensure that the torque calculation process of the requested torque in the acceleration phase is consistent with that before the vehicle direction coefficient is introduced. If greater acceleration is sought, the vehicle direction coefficient can also be appropriately reduced, for example, the vehicle direction coefficient P is adjusted to 0.5 to further shorten the dynamic shift process.

[0082] In summary, the torque control method for dynamic gear shifting provided in the embodiment of the present application can determine the current control stage of the dynamic gear shifting according to the current vehicle state and the target gear position, match different vehicle directional coefficients for different control stages, and correct the torque calculation process according to the vehicle directional coefficient. While speeding up the braking deceleration process of the dynamic gear shifting, it ensures that the dynamic gear shifting acceleration process is not affected, thereby improving the dynamic gear shifting efficiency in the creep mode and providing users with a better dynamic gear shifting experience in the creep mode.

[0083] In some embodiments, Figure 2 As shown, the current control stage of the dynamic shift is determined according to the current vehicle state and the target gear position, including:

[0084] Step 201: In response to the current vehicle state being a stationary state, the stationary phase is used as the current control phase.

[0085] In specific implementation, if the vehicle is in a stationary state, it means that the vehicle is in a transition stage from deceleration to acceleration. At this time, the vehicle speed is less than or equal to the preset state speed threshold. The vehicle is in a stationary or low-speed driving stage, and the current control stage is determined to be a stationary stage.

[0086] Step 202: In response to the target gear being the forward gear and the current vehicle state being the reverse state, the deceleration phase is determined as the current control phase.

[0087] In specific implementation, if the target gear is the forward gear, it means that the dynamic gear shift is the process of switching from the reverse gear to the forward gear. The vehicle will go through three stages: backward deceleration - stationary - forward acceleration. Therefore, when the current vehicle state is the reverse state, it means that the vehicle is in the stage of backward deceleration, and the current control stage is determined to be the deceleration stage.

[0088] Step 203: In response to the target gear being the forward gear and the current vehicle state being the forward state, determining the acceleration phase as the current control phase.

[0089] In specific implementation, if the target gear is the forward gear, it means that the dynamic gear shift is the process of switching from the reverse gear to the forward gear. The vehicle will go through three stages: backward deceleration - stationary - forward acceleration. Therefore, when the current vehicle state is the forward state, it means that the vehicle is in the stage of forward acceleration, and the current control stage is determined to be the acceleration stage.

[0090] Step 204: In response to the target gear being the reverse gear and the current vehicle state being the forward state, the deceleration phase is determined as the current control phase.

[0091] In specific implementation, if the target gear is the reverse gear, it means that the dynamic gear shift is the process of switching from the forward gear to the reverse gear. The vehicle will go through three stages: forward deceleration - stationary - backward acceleration. Therefore, when the current vehicle state is the forward state, it means that the vehicle is in the stage of forward deceleration, and the current control stage is determined to be the deceleration stage.

[0092] Step 205: In response to the target gear being the reverse gear and the current vehicle state being the backward state, the acceleration phase is determined as the current control phase.

[0093] In specific implementation, if the target gear is the reverse gear, it means that the dynamic gear shift is the process of switching from the forward gear to the reverse gear. The vehicle will go through three stages: forward deceleration - stationary - backward acceleration. Therefore, when the current vehicle state is the reverse state, it means that the vehicle is in the stage of backward acceleration, and the current control stage is determined to be the acceleration stage.

[0094] The dynamic shifting process is divided into three stages according to the current vehicle state and the current gear position, which provides a basis for adopting different control methods in different subsequent control stages.

[0095] In some embodiments, Figure 3 As shown, the vehicle direction coefficient corresponding to the current control stage is determined, including:

[0096] Step 301: In response to the current control phase being a stationary phase, a zero value is determined as the vehicle direction coefficient.

[0097] In specific implementation, in the stationary stage, theoretically the current vehicle speed V(t) = 0, so the value of the vehicle directional coefficient will not affect the calculated value of the requested torque. However, for greater safety, the vehicle directional coefficient P can also be set to 0 to ensure the safety of the requested torque calculation in the stationary stage, avoid the torque calculation error caused by the vehicle speed detection error, and ensure a larger requested torque during acceleration and starting.

[0098] Step 302: In response to the current control stage being a deceleration stage, a preset first coefficient is determined as a vehicle direction coefficient; wherein the first coefficient is less than zero.

[0099] In specific implementation, when the current control stage is the deceleration stage, in order to ensure that the deceleration time can be shortened, it is necessary to increase the requested torque. According to Kp×(EV(t)), it can be known that reducing the value of the current speed or increasing the value of the target speed can achieve the demand for increasing the requested torque. In this application, priority is given to adjusting the current speed, because the current speed is getting smaller and smaller in the deceleration stage. The current speed is adjusted by a first coefficient less than zero. Because the current speed is gradually decreasing, the increase in the requested torque is also getting smaller. Compared with increasing the target vehicle speed E, adjusting the current vehicle speed can achieve a smoother deceleration process.

[0100] Among them, since the value of the requested torque itself is small, if 0<first coefficient<1 is used to reduce the current vehicle speed, the effect of increasing the requested torque is not obvious, so the first coefficient less than zero is selected as the vehicle direction coefficient to increase the increase of the requested torque, improve the deceleration effect, and shorten the deceleration time.

[0101] Step 303: In response to the current control stage being the acceleration stage, determining a preset second coefficient as a vehicle direction coefficient; wherein the second coefficient is greater than zero.

[0102] In specific implementation, when the current control stage is the acceleration stage, stability is given priority, and the original control process of the requested torque of the vehicle is not changed as much as possible, so a large 1 can be used as the second coefficient to completely ensure that the calculation process of the original acceleration stage will not be changed. If 0 < the second coefficient < 1, the acceleration stage slows down, which will dilute the time reduced in the deceleration stage. If 1 < the second coefficient, the acceleration stage slows down, further reducing the control time of dynamic shifting, but the stability of the acceleration process will deteriorate, which does not meet the strategy of stability priority, so 1 is preferentially determined as the vehicle direction coefficient.

[0103] In some embodiments, Figure 4 As shown, the torque calculation process is corrected according to the vehicle direction coefficient to obtain the requested torque, including:

[0104] Step 401: Determine the product of the vehicle direction coefficient and the current vehicle speed as the corrected vehicle speed.

[0105] In specific implementation, the current vehicle speed is first corrected, that is, V(t) is converted into V(t)×P.

[0106] Step 402: Determine a first vehicle speed difference between the target vehicle speed and the current vehicle speed, and a second vehicle speed difference between the target vehicle speed and the corrected vehicle speed.

[0107] During specific implementation, the first vehicle speed difference is: the first vehicle speed difference=EV(t), and the second vehicle speed difference=(EV(t)×P).

[0108] Step 403: Determine the requested torque according to the first vehicle speed difference and the second vehicle speed difference.

[0109] In some embodiments, step 403 includes:

[0110] Step 4031: Determine the product of the second vehicle speed difference and the preset proportional gain coefficient as the proportional control torque.

[0111] In specific implementation, the proportional control torque is Kp×(EV(t)×P).

[0112] Step 4032: Perform an integration operation on the second vehicle speed difference to obtain an integral value, and determine the product of the integral value and a preset integral gain coefficient as the integral control torque.

[0113] When it comes to specific implementation, but

[0114] Step 4033: Determine the sum of the proportional control torque and the integral control torque as the requested torque.

[0115] In specific implementation, the requested torque is:

[0116]

[0117] As the current control stage changes, the value of P changes according to the change of the current control stage, realizing the correction of the torque calculation process of the requested torque, obtaining the real-time requested torque N(t), speeding up the gear shifting and deceleration process, and bringing a better experience to users.

[0118] In some embodiments, Figure 5 As shown, before controlling the motor according to the requested torque, it also includes:

[0119] Step 501: In response to monitoring that the current control phase is switched from the deceleration phase to the acceleration phase, a braking request torque in the deceleration phase and a driving request torque in the acceleration phase are determined.

[0120] In specific implementation, since the duration of the static phase is very short, the torque control between the deceleration phase and the acceleration phase can be directly considered. Therefore, when it is detected that the current control phase switches from the deceleration phase to the acceleration phase, take the deceleration phase P = -1 and the acceleration phase P = 1 as an example.

[0121]

[0122] Step 502 : Determine the torque difference between the braking request torque and the driving request torque.

[0123] When it comes to specific implementation,

[0124] Step 503: Determine a target change rate corresponding to the torque difference according to a preset torque change rate relationship.

[0125] In specific implementation, the torque change rate relationship is a two-dimensional relationship between the torque difference and the torque change rate, which can be a table lookup relationship or a two-dimensional function relationship, which is not limited here. The torque difference 2KpV(t) is used as input data, and the torque change rate relationship is searched, and the output value obtained is the target change rate.

[0126] Step 504 : Adjust the braking request torque to the driving request torque according to the target change rate.

[0127] During specific implementation, the brake request torque is adjusted to be reduced at a target change rate until it is reduced to the drive request torque, thereby achieving a change adjustment of the request torque to ensure the smoothness of the vehicle's driving and avoid jerking.

[0128] In some embodiments, Figure 6As shown, after adjusting the braking request torque to the driving request torque according to the target change rate, the method further includes:

[0129] Step 601: Determine the slope compensation torque according to the current vehicle speed and the current detected slope.

[0130] In specific implementation, if there is a certain slope on the driving road, it is necessary to make additional compensation for the calculated request torque. The request torque before slope compensation is generally applicable to flat roads or slopes with a slope of less than 10%. Roads with a larger slope require certain compensation to ensure that there is no risk of slipping. In order to further reduce the risk of slipping on slopes with a slope of less than 10%, it is necessary to determine the slope compensation torque corresponding to the current vehicle speed and the current detected slope based on the target relationship data corresponding to the current gear position to compensate for the request torque, so that the compensated creep request torque can be applied to driving scenarios corresponding to different slopes and different vehicle speeds to ensure that there is no slipping after different driving scenarios.

[0131] Exemplarily, the slope compensation torque can be based on the slope compensation torque-slope-vehicle speed three-dimensional map as the target relationship data, wherein the three-dimensional map of the slope compensation torque needs to be set according to the forward gear (D gear) and the reverse gear (R gear), because for uphill road conditions (for example, a road with a slope of 30%), when driving uphill in D gear and reverse downhill in R gear for creeping at low speed, the D gear uphill requires the creep function slope compensation positive torque, while the R gear reverse downhill requires the creep function slope compensation negative torque for deceleration. Therefore, if there is only one three-dimensional map of the slope compensation torque, it cannot meet the needs of the D gear and the R gear at the same time, so it is necessary to set the corresponding three-dimensional map separately according to the D gear and the R gear.

[0132] The determination of the three-dimensional map requires low-speed creep verification starting from the vehicle's stationary state and releasing the brakes on a flat road (slope of 0%), 5%, 10%, 20%, 30%, 40% and other test field roads with different slopes. The slope compensation torque value that does not cause slippage at different slopes and speeds is determined in D gear and R gear respectively to ensure that the vehicle does not slip when driving on the corresponding slope road surface and the vehicle speed is controlled smoothly. The adjustment result calibration value can then be added to the three-dimensional map (R gear and D gear each correspond to a three-dimensional map), and the three-dimensional map can be input into the VCU vehicle control for storage for subsequent call-up during creep control.

[0133] Step 602: Determine the sum of the driving request torque and the slope compensation torque as the final request torque.

[0134] In specific implementation, after adding the slope compensation torque function in the VCU creep mode, when the low-speed creep function is activated, the creep request torque = request torque + slope compensation torque. The process of determining the creep request torque in different driving scenarios is as follows:

[0135] The current gear is D gear, and the vehicle is in an uphill state (the slope is positive, and the front of the vehicle is facing up). The vehicle is driving uphill in D gear. At this time, the creep request torque = request torque + D gear slope compensation positive torque (in the D gear slope compensation torque map, the area with a positive slope is obtained by looking up the table).

[0136] The current gear is R gear, and the vehicle is in an uphill state (the slope is positive, and the front of the vehicle is facing upward), and the vehicle is driving in reverse downward in R gear. At this time, the creep request torque = request torque + R gear slope compensation negative torque (in the R gear slope compensation torque map, the area with a positive slope is obtained by looking up the table);

[0137] The current gear is D gear, and the vehicle is in a downhill state (the slope is negative, and the front of the vehicle is facing downward). The vehicle is driving downhill in D gear. At this time, the creep request torque = request torque + D gear slope compensation negative torque (in the D gear slope compensation torque map, the area with a negative slope is obtained by looking up the table);

[0138] The current gear is R gear, and the vehicle is in a downhill state (the slope is negative, the front of the vehicle is facing down), and the R gear is reversed and driving upward (backward). At this time, the creep request torque = request torque + R gear slope compensation positive torque (in the R gear slope compensation torque map, the slope is negative. Look up the table to obtain the torque).

[0139] Among them, compensating positive torque means increasing the requested torque, and compensating negative torque means reducing the requested torque. That is, increasing the torque of the vehicle in the uphill direction, avoiding the risk of slipping caused by too little torque, and improving the user's driving experience.

[0140] 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.

[0141] 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.

[0142] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a torque control device for dynamic shifting.

[0143] refer to Figure 7 , the torque control device for dynamic shifting comprises:

[0144] The shift data determination module 10 is configured to: in response to detecting a dynamic shift signal in the creep mode, determine a target gear position and a target vehicle speed corresponding to the dynamic shift signal;

[0145] The gear shifting phase determination module 20 is configured to: determine the current vehicle state according to the wheel state information, and determine the current control phase of the dynamic gear shift according to the current vehicle state and the target gear position;

[0146] The shift torque determination module 30 is configured to: determine a vehicle directional coefficient corresponding to a current control stage, and modify a torque calculation process according to the vehicle directional coefficient to obtain a requested torque, and control the motor according to the requested torque.

[0147] 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.

[0148] The device of the above embodiment is used to implement the corresponding torque control method of dynamic shifting in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0149] 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 when the processor executes the program, the torque control method for dynamic shifting described in any of the above embodiments is implemented.

[0150] Figure 8 A 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.

[0151] 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.

[0152] 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.

[0153] 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.

[0154] 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 a wired mode (such as USB, network cable, etc.) or a wireless mode (such as mobile network, WIFI, Bluetooth, etc.).

[0155] 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).

[0156] 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.

[0157] The electronic device of the above embodiment is used to implement the corresponding torque control method of dynamic shifting in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0158] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, 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 torque control method for dynamic shifting as described in any of the above embodiments.

[0159] 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.

[0160] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the torque control method for dynamic shifting as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0161] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the electronic device or dynamic shifting torque control device of the above-mentioned embodiments, and the dynamic shifting torque control method described in any of the above embodiments is executed through the electronic device or dynamic shifting torque control device of the above-mentioned embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0162] 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.

[0163] 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.

[0164] 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.

[0165] 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.

[0166] 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.

[0167] 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 supply / ground connection with the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device can 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 to be implemented in the embodiments of the present application (that is, these details should be fully within the scope of understanding of those skilled in the art). In the case of elaborating specific details (e.g., circuits) 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 when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0168] Although the present application has been described in conjunction with specific embodiments of the present application, many replacements, 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 embodiments discussed.

[0169] 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 for dynamic shifting, characterized in that: include: In response to detecting a dynamic shift signal in the creep mode, determining a target gear position and a target vehicle speed corresponding to the dynamic shift signal; determining a current vehicle state according to the wheel state information, and determining a current control stage of the dynamic shift according to the current vehicle state and the target gear position; A vehicle directional coefficient corresponding to the current control stage is determined, and a torque calculation process is corrected according to the vehicle directional coefficient to obtain a requested torque, and a motor is controlled according to the requested torque.

2. The method according to claim 1, characterized in that Determining the current vehicle state according to the wheel state information includes: determining a wheel state according to the wheel state information; In response to the wheel state being a stationary state and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, determining that the current vehicle state is a stationary state; In response to the wheel state being a moving state, determining a first number of wheels rotating in a forward direction and a second number of wheels rotating in a reverse direction; In response to the first number being greater than the second number, determining that the current vehicle state is a forward state; In response to the first number being less than the second number, determining that the current vehicle state is a reverse state; In response to the first number being equal to the second number and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, it is determined that the current vehicle state is a stationary state.

3. The method according to claim 1, characterized in that The determining of the current control stage of the dynamic shift according to the current vehicle state and the target gear position includes: In response to the current vehicle state being a stationary state, taking a stationary phase as the current control phase; In response to the target gear being a forward gear and the current vehicle state being a reverse state, determining a deceleration phase as the current control phase; In response to the target gear being a forward gear and the current vehicle state being a forward state, determining an acceleration phase as the current control phase; In response to the target gear being a reverse gear and the current vehicle state being a forward state, determining a deceleration phase as the current control phase; In response to the target gear being the reverse gear and the current vehicle state being the backward state, an acceleration phase is determined as the current control phase.

4. The method according to claim 1, wherein The determining of the vehicle direction coefficient corresponding to the current control stage includes: In response to the current control phase being a stationary phase, determining a zero value as the vehicle direction coefficient; In response to the current control phase being a deceleration phase, determining a preset first coefficient as the vehicle direction coefficient; wherein the first coefficient is less than zero; In response to the current control phase being an acceleration phase, a preset second coefficient is determined as the vehicle direction coefficient; wherein the second coefficient is greater than zero.

5. The method according to claim 1, wherein The step of correcting the torque calculation process according to the vehicle directional coefficient to obtain the requested torque includes: Determine the product of the vehicle direction coefficient and the current vehicle speed as the corrected vehicle speed; determining a first vehicle speed difference between the target vehicle speed and the current vehicle speed, and a second vehicle speed difference between the target vehicle speed and the corrected vehicle speed; The requested torque is determined based on the first vehicle speed difference and the second vehicle speed difference.

6. The method according to claim 5, characterized in that The determining the requested torque according to the first vehicle speed difference and the second vehicle speed difference includes: determining a product of the second vehicle speed difference and a preset proportional gain coefficient as a proportional control torque; performing an integration operation on the second vehicle speed difference to obtain an integral value, and determining the product of the integral value and a preset integral gain coefficient as the integral control torque; The sum of the proportional control torque and the integral control torque is determined as the requested torque.

7. The method according to claim 1, characterized in that Before controlling the motor according to the requested torque, the method further includes: In response to monitoring that the current control phase is switched from the deceleration phase to the acceleration phase, a braking request torque in the deceleration phase and a driving request torque in the acceleration phase are determined: determining a torque difference between the braking request torque and the driving request torque; determining a target change rate corresponding to the torque difference according to a preset torque change rate relationship; The braking request torque is adjusted to the driving request torque according to the target change rate.

8. The method according to claim 7, characterized in that After adjusting the braking request torque to the driving request torque according to the target change rate, the method further includes: Determine the slope compensation torque according to the current vehicle speed and the current detected slope; A sum of the drive request torque and the grade compensation torque is determined as a final request torque.

9. 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 8 is implemented.

10. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 9.

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