Vehicle torque control method, device, storage medium, vehicle

Abstract

The application discloses a vehicle torque control method and device, a storage medium and a vehicle. The method comprises the following steps: obtaining torque demand information and vehicle state information of a target vehicle, wherein the torque demand information comprises a target torque condition and a current period demand torque, the current period demand torque is used for controlling the torque output of a motor in a current period, and the vehicle state information at least comprises a load signal and a slope signal; determining a torque gradient model of the target vehicle based on the vehicle state information; and adjusting the current period demand torque for at least one period by using the torque gradient model until the current period demand torque meets the target torque condition. The technical scheme of the application ensures that the vehicle torque is adjusted to the target torque within a limited number of periods, avoids the negative influence of sudden torque change on the stability and energy efficiency of the vehicle when the torque is adjusted at one time, and ensures the stability and comfort of the vehicle during driving.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more specifically, to a vehicle torque control method, device, storage medium, and vehicle. Background Technology

[0002] With the evolving demands for energy and the introduction of national policies, new energy vehicles are being used more and more widely in the commercial vehicle sector. As the primary power source for these vehicles, electric motors currently face the following challenges: While they can deliver peak torque at low speeds, sudden torque fluctuations during start-up can cause the vehicle to jerk, impacting the driver's experience. Furthermore, compared to traditional diesel engines, electric motor torque responds faster and has a higher torque viscosity with varying throttle openings; aggressive driving can lead to frequent torque fluctuations and additional energy loss.

[0003] Existing technologies for vehicle torque control employ complex algorithms and systems, and their torque processing is relatively simple and cannot meet the needs of all operating conditions.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This invention provides a vehicle torque control method, device, storage medium, and vehicle, to at least solve the technical problems of complex algorithm systems and relatively simple torque control in related technologies.

[0006] According to one aspect of the present invention, a vehicle torque control method is provided, comprising: acquiring torque demand information and vehicle state information of a target vehicle, wherein the torque demand information includes a target torque condition and a current cycle demand torque, wherein the current cycle demand torque is used to control a motor to output torque in the current cycle, and the vehicle state information includes at least a load signal and a gradient signal; determining a torque gradient model of the target vehicle based on the vehicle state information; and using the torque gradient model to adjust the current cycle demand torque for at least one cycle until the current cycle demand torque meets the target torque condition.

[0007] Optionally, based on vehicle state information, the torque gradient model of the target vehicle is determined, including the following steps: obtaining a basic torque gradient model; determining gradient correction coefficients based on vehicle state information; and correcting the basic torque gradient model using the gradient correction coefficients to obtain the torque gradient model of the target vehicle.

[0008] Optionally, the torque gradient model is used to adjust the torque demand for the current cycle for one cycle, including the following steps: based on the current cycle demand torque, determine the torque adjustment gradient that matches the current cycle demand torque from the torque gradient model; based on the torque adjustment gradient, adjust the torque demand for the current cycle to obtain the current cycle demand torque for the next cycle.

[0009] Optionally, the torque demand information also includes the final demand torque. The target torque condition includes a first torque condition and a second torque condition. The current cycle demand torque meeting the target torque condition includes the following steps: if the current cycle demand torque meets either the first torque condition or the second torque condition, it is determined that the current cycle demand torque meets the target torque condition. The first torque condition is that the current cycle demand torque is less than the final demand torque, and the final demand torque is less than the current cycle demand torque of the next cycle. The second torque condition is that the current cycle demand torque is greater than the final demand torque, and the final demand torque is greater than the current cycle demand torque of the next cycle.

[0010] Optionally, before obtaining the torque demand information of the target vehicle, the method further includes the following steps: obtaining the pedal target torque; determining whether the pedal target torque is greater than or equal to a preset torque threshold; if the pedal target torque is determined to be greater than or equal to the preset torque threshold, determining the final demand torque as the preset torque threshold; if the pedal target torque is determined to be less than the preset torque threshold, determining the final demand torque as the pedal target torque.

[0011] Optionally, after the current cycle demand torque meets the target torque condition, the method further includes the following steps: if it is determined that the current cycle demand torque meets the target torque condition, determine the current cycle demand torque of the next cycle as the final demand torque, and exit torque adjustment.

[0012] Optionally, the vehicle status information may also include one of the following: gear position signal, throttle opening signal, throttle change rate signal, vehicle speed signal, and vehicle acceleration signal.

[0013] According to another aspect of the present invention, a vehicle torque control device is also provided, comprising: an acquisition module, configured to acquire torque demand information and vehicle status information of a target vehicle, wherein the torque demand information includes a target torque condition and a current cycle demand torque, wherein the current cycle demand torque is used to control the motor to output torque in the current cycle, and the vehicle status information includes at least a load signal and a gradient signal; a determination module, configured to determine a torque gradient model of the target vehicle based on the vehicle status information; and an adjustment module, configured to use the torque gradient model to adjust the current cycle demand torque for at least one cycle until the current cycle demand torque meets the target torque condition.

[0014] According to another aspect of the present invention, a computer-readable storage medium is also provided, wherein a computer program is stored therein, wherein the computer program is configured to execute the above-described data request processing method when running.

[0015] According to another aspect of the present invention, a vehicle is also provided, wherein the vehicle is controlled by the above-described vehicle torque control method.

[0016] In this embodiment of the invention, torque demand information and vehicle status information of the target vehicle are acquired. The torque demand information includes a target torque condition and the current cycle demand torque, where the current cycle demand torque is used to control the motor to output torque in the current cycle. The vehicle status information includes at least a load signal and a gradient signal. Based on the vehicle status information, a torque gradient model for the target vehicle is determined. Using the torque gradient model, the torque demand torque for the current cycle is adjusted for at least one cycle until it meets the target torque condition. The torque output is dynamically adjusted according to the actual load, gradient, and other vehicle status of the target vehicle to ensure that the vehicle torque is adjusted to the target torque within a finite number of cycles. This avoids the negative impact of sudden torque changes during a single adjustment on vehicle stability and energy efficiency, ensuring the stability and comfort of the vehicle's operation. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0018] Figure 1 This is a hardware structure block diagram of the electronic device of a vehicle according to a vehicle torque control method according to one embodiment of the present invention;

[0019] Figure 2 This is a flowchart of a vehicle torque control method according to one optional embodiment of the present invention;

[0020] Figure 3 This is a structural block diagram of a vehicle torque control device according to one embodiment of the present invention;

[0021] Figure 4 This is a flowchart of a vehicle torque control method according to one optional embodiment of the present invention. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0023] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0024] According to one embodiment of the present invention, an embodiment of a vehicle torque control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0025] This method embodiment can be executed in an electronic device (or computer terminal) or similar computing device that includes memory and a processor within the vehicle. Taking an electronic device running in a vehicle as an example, such as... Figure 1 As shown, the vehicle's electronic devices may include one or more processors 102 (processors may include, but are not limited to, central processing units (CPUs), graphics processing units (GPUs), digital signal processing (DSP) chips, microprocessors (MCUs), programmable logic devices (FPGAs), neural network processors (NPUs), tensor processors (TPUs), artificial intelligence (AI) type processors, etc.) and a memory 104 for storing data. Optionally, the vehicle's electronic devices may also include a transmission device 106 for communication functions, an input / output device 108, and a display 110. Those skilled in the art will understand that... Figure 1 The structures shown are for illustrative purposes only and do not limit the structure of the electronic devices in the vehicle described above. For example, the electronic devices in a vehicle may include more or fewer components than those described above, or have a different configuration than those described above.

[0026] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the vehicle torque control method in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby realizing the aforementioned vehicle torque control method. The memory 104 may include high-speed random access memory and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to a mobile terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0027] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the mobile terminal's communication provider. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module used for wireless communication with the Internet.

[0028] Display 110 may be, for example, a touchscreen liquid crystal display (LCD). This LCD allows a user to interact with the user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (GUI), which allows the user to interact with the GUI via finger contact and / or gestures on a touch-sensitive surface. The human-computer interaction functions may optionally include: creating web pages, drawing, word processing, creating electronic documents, playing games, video conferencing, instant messaging, sending and receiving emails, a call interface, playing digital video, playing digital music, and / or web browsing, etc. Executable instructions for performing the above-mentioned human-computer interaction functions are configured / stored in one or more processor-executable computer program products or readable storage media.

[0029] This embodiment provides a vehicle torque control method for an electronic device operating in the aforementioned vehicle. Figure 2 This is a flowchart of a vehicle torque control method according to one embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps:

[0030] Step S21: Obtain the torque demand information and vehicle status information of the target vehicle. The torque demand information includes the target torque condition and the current cycle demand torque. The current cycle demand torque is used to control the motor to output torque in the current cycle. The vehicle status information includes at least the load signal and the slope signal.

[0031] Specifically, the torque demand information is the target torque information that the vehicle is pre-adjusted to, i.e. the conditions for the target torque. The current cycle demand torque is the target torque set by the motor control system for the motor in the current cycle. The vehicle status information is the various states of the vehicle at present. In addition to the load signal and the slope signal, the vehicle status information may also include more vehicle status information, such as vehicle speed, acceleration, pedal status information, etc.

[0032] Step S22: Based on the vehicle state information, determine the torque gradient model of the target vehicle;

[0033] Specifically, the torque gradient model is the rate of change of the target vehicle's torque. Based on different vehicle state information or different driver operations on the vehicle, the corresponding rate of change of the target torque of the target vehicle is selected and precisely controlled.

[0034] Step S23: Using the torque gradient model, adjust the torque demand for the current cycle for at least one cycle until the torque demand for the current cycle meets the target torque condition.

[0035] Specifically, the target vehicle performs an overall adjustment plan for the current torque, adjusting the real-time torque once within one cycle. If the torque still does not meet the target torque condition, the control system plans a second cycle adjustment with the adjusted torque, aiming to adjust the torque to meet the target torque condition within a limited number of cycles.

[0036] Through the above steps, the torque demand information and vehicle status information of the target vehicle are obtained. The torque demand information includes the target torque condition and the current cycle torque demand, where the current cycle torque demand is used to control the motor's torque output in the current cycle. The vehicle status information includes at least load and gradient signals. Based on the vehicle status information, a torque gradient model for the target vehicle is determined. Using the torque gradient model, the torque demand for the current cycle is adjusted for at least one cycle until it meets the target torque condition. The torque output is dynamically adjusted according to the actual load, gradient, and other vehicle status conditions of the target vehicle, ensuring that the vehicle torque is adjusted to the target torque within a finite number of cycles. This avoids the negative impact of sudden torque changes during a single adjustment on vehicle stability and energy efficiency, ensuring the stability and comfort of the vehicle's operation.

[0037] It should be noted that using the load signal and gradient signal in the vehicle status information as important information for selecting the torque gradient model means that the torque gradient model takes into account the vehicle's load and the road conditions and the complexity of the road conditions that change frequently, and plans a suitable torque gradient model to avoid situations such as jerking and shaking that occur when there are large torque changes and frequent and rapid torque changes.

[0038] Optionally, in step S22, based on the vehicle state information, the torque gradient model of the target vehicle is determined, including the following steps:

[0039] Step S221: Obtain the basic torque gradient model;

[0040] Specifically, the basic torque gradient model preliminarily defines the rate of change and time of torque change based on the torque demand information of the target vehicle. For example, the range of torque output is set into multiple segments according to different working conditions, and the basic torque change is set for each torque segment.

[0041] The number of torque gradient segments can be set according to specific vehicle models and operating conditions. The basic torque gradient model is a preset torque gradient model for different torque output segments through road testing and simulation analysis. The gradient value of each torque segment is calibrated, optimized, and the model is stored to facilitate the rapid establishment of the corresponding basic torque gradient model for the target torque segment.

[0042] Preferably, the torque gradient is set to 12 segments, and the basic torque gradient is divided into an ascending gradient and a descending gradient. The ascending gradient is like when the vehicle starts, and the descending gradient is like when the vehicle brakes.

[0043] Step S222: Determine the gradient correction coefficient based on the vehicle state information;

[0044] Specifically, the gradient correction coefficient is used to adjust the basic torque gradient model. By monitoring the driver's operation and the target vehicle status in real time, the gradient correction coefficient is dynamically calculated based on multiple factors, which can adjust the rate of torque increase or decrease.

[0045] In one embodiment of this application, the basic gradient model is corrected by combining the second-order gradient correction coefficient with the basic coefficient. The second-order gradient correction coefficient is a coefficient that is independent of the basic coefficient and is determined by the vehicle load signal and the slope signal, forming different permutations and combinations with the basic coefficient.

[0046] Step S223: Correct the basic torque gradient model using gradient correction coefficients to obtain the torque gradient model of the target vehicle.

[0047] Specifically, by adjusting the basic torque gradient model through the gradient correction coefficient, a torque gradient model applicable to the target vehicle in real time can be obtained. This model can more accurately match the current driving state of the vehicle, reduce torque adjustment errors, improve the vehicle's response speed and control precision, and is applicable to various driving modes and road conditions.

[0048] Optionally, in step S23, the torque gradient model is used to adjust the torque demand for the current cycle for one cycle, including the following steps:

[0049] Step S231: Based on the current cycle demand torque, determine the torque adjustment gradient that matches the current cycle demand torque from the torque gradient model;

[0050] Specifically, the current cycle torque demand is monitored in real time. Based on the current cycle torque demand, the calibrated and stored basic torque gradient models are screened and the basic torque gradient model that best matches the current cycle torque demand is selected. Combined with the target vehicle state information, the basic torque gradient model is corrected and the torque adjustment gradient for the current cycle is calculated. The torque gradient can be obtained by multiplying the basic torque gradient by the correction coefficient.

[0051] Step S232: Based on the torque adjustment gradient, adjust the torque demand of the current cycle to obtain the torque demand of the current cycle for the next cycle.

[0052] Specifically, if the calculated torque demand for this cycle does not exceed the final target torque, the torque demand for this cycle is taken as the target torque for the motor in the next cycle. Through multiple periodic adjustments to the target torque, this process iterates continuously as the vehicle state changes. In each cycle, the controller updates the current cycle's required torque and recalculates the torque gradient to achieve a smooth torque transition, avoiding abrupt changes during torque adjustment, reducing the impact on the motor, and extending the motor's lifespan.

[0053] Optionally, in step S21, the torque demand information further includes the final demand torque, and the target torque conditions include a first torque condition and a second torque condition. Meeting the target torque conditions in the current cycle includes the following steps:

[0054] Step S211: If the current cycle demand torque meets either the first torque condition or the second torque condition, determine that the current cycle demand torque meets the target torque condition.

[0055] Specifically, the target torque condition is used to guide and limit the adjustment of torque. The first torque condition is the upper limit torque condition, and the second torque condition is the lower limit torque condition or special operating condition. When the torque demand changes, the control system judges whether the current cycle demand torque meets the first torque condition or the second torque condition.

[0056] The first torque condition is that the current cycle's required torque is less than the final required torque, and the final required torque is less than the current cycle's required torque in the next cycle. The second torque condition is that the current cycle's required torque is greater than the final required torque, and the final required torque is greater than the current cycle's required torque in the next cycle. The control system determines whether the current cycle's required torque meets either the first or second torque condition. If it does, the control system takes corresponding measures to adjust the motor's torque output to ensure the vehicle's safe, stable, and economical operation. If the current cycle's required torque exceeds the first torque condition, the control system sets the final target torque to its upper limit to avoid excessive torque output, protect the motor, and maintain vehicle stability and safety. If the current cycle's required torque exceeds the limit of the second torque condition, the control system sets the final target torque to its lower limit to ensure that the vehicle can effectively recover energy or safely decelerate.

[0057] Optionally, before obtaining the torque demand information of the target vehicle in step S21, the method further includes the following steps:

[0058] Step S201: Obtain the target torque of the pedal;

[0059] Specifically, the target torque of the pedal refers to the degree to which the driver selects the target torque during the operation of the vehicle. That is, the driver operates the pedal by opening it, and different pedal openings correspond to different target torques.

[0060] Step S202: Determine whether the target torque of the pedal is greater than or equal to a preset torque threshold.

[0061] Specifically, based on the degree of driver's operation on the pedal opening, the relationship between the target pedal torque and the preset torque threshold is determined, that is, whether the target pedal torque exceeds the preset torque limit value.

[0062] Step S203: If the target torque of the pedal is determined to be greater than or equal to the preset torque threshold, the final required torque is determined to be the preset torque threshold.

[0063] Specifically, when it is determined that the target torque of the pedal exceeds or reaches the preset torque threshold, the final required torque is set to the preset torque threshold. That is, when the driver operates the pedal opening to the maximum or beyond the maximum pedal opening, the preset torque threshold of the maximum pedal opening is taken as the final required torque.

[0064] Step S204: If the target torque of the pedal is determined to be less than the preset torque threshold, the final required torque is determined to be the target torque of the pedal.

[0065] Specifically, when the target torque of the pedal is determined to be within the preset torque threshold, the target torque determined by the actual pedal opening is taken as the final required torque. This setting of the final required torque can prevent excessive torque due to driver misoperation. In other words, the preset torque threshold setting can protect the motor and vehicle safety, avoid vehicle instability caused by sudden torque changes, ensure rapid and smooth motor response, and optimize the vehicle's power performance and economy.

[0066] Optionally, in step S211, after the current cycle demand torque meets the target torque condition, the method further includes the following steps:

[0067] Step S212: If the current cycle demand torque meets the target torque condition, determine the current cycle demand torque for the next cycle as the final demand torque, and exit torque adjustment.

[0068] Specifically, the system monitors the current cycle's required torque in real time and compares it with the target torque condition. When the current cycle's required torque is close to the final required torque or meets the target torque condition, the current cycle's required torque for the next cycle is set as the final required torque. After torque adjustment is complete, the control system stops and exits torque adjustment. This ensures the efficiency and response speed of torque adjustment.

[0069] Optionally, the vehicle status information may also include one of the following: gear position signal, throttle opening signal, throttle change rate signal, vehicle speed signal, and vehicle acceleration signal. By detecting these additional states, the vehicle status information provides a more comprehensive picture of the vehicle's driving status. Furthermore, torque adjustment based on this additional vehicle status information can be more precise, not only simulating vehicle load and road conditions, but also ensuring smoother torque adjustment during state transitions through signals such as gear position, throttle opening, throttle change rate, vehicle speed, and acceleration, thus providing stability and safety for the vehicle.

[0070] Combination Figure 4 As shown, this application also provides a preferred embodiment of a vehicle torque control method, such as... Figure 4 As shown, the vehicle torque control method includes the following steps:

[0071] Step 1: Based on the change in the target pedal torque, determine whether the target pedal torque exceeds the preset torque threshold; if it does, set the final target torque to the preset torque and proceed to Step 2; if it does not exceed the threshold, proceed directly to Step 2.

[0072] Step 2: Determine the current cycle demand torque as An·m (n·m is the torque unit: Newton-meter), and the torque gradient corresponding to the current cycle demand torque as Kn·m / cycle. Then the next cycle demand torque = (A+K)n·m, and jump to Step 3;

[0073] Step 3: Determine whether (A+K)n·m is greater than the final required torque; if not, reset the current cycle required torque to (A+K)n·m and jump to Step 2; if so, determine the current cycle required torque as the final required torque and jump to Step 4.

[0074] Step 4: End torque adjustment.

[0075] The torque gradient uses 12 segments. In the torque increase process, assume the final output torque is A (A n <A<A n+1 (6 < N ≤ 12), the required torque is A6, and the corresponding torque gradient value is K6. The rate at which the motor torque increases changes with the current target torque. Initially, it increases at a rate of K6; when the current target torque reaches A7, it increases at a rate of K7… This cycle repeats until the required torque reaches A… n , with K n The speed increases to the final target torque, completing the torque increase filtering process.

[0076] In the torque reduction process, assume the final output torque is B(B n <B<B n+1 The current torque is C (B6 < C < B7), and the corresponding torque descent gradient is M6. Initially, the torque decreases at a rate of M6. When the current target torque is lower than M6, the torque decreases at a rate of M5... This cycle repeats until the required torque is lower than B. n+1 , with M n The speed decreases to the final target torque B, completing the torque reduction filtering process.

[0077] The gradient management of the above torque increase process is shown in the following formula:

[0078]

[0079] Where A is the current required torque of the motor, K is the current rate of change of torque, and n is the number of segments of the torque gradient.

[0080] The gradient management of the torque reduction process described above is shown in the following equation:

[0081]

[0082] Where B is the current required torque of the motor, M is the current rate of change of torque, and n is the number of segments of the torque gradient.

[0083] When calculating the gradient K of the basic torque change n At this point, it is necessary to calculate the second-order gradient correction coefficient L and multiply KL to obtain the final output torque gradient.

[0084] The calculation method for L is as follows: the current vehicle mass Q is obtained through the vehicle mass model or mass switch, the current slope S is obtained through the slope sensor and slope calculation model, and the second-order gradient correction coefficient L is obtained by referring to Table 1. QS The values ​​of K and L are obtained by conducting tests under different torque ranges, different masses, and different slopes, and after meeting the subjective evaluation requirements. The dimensions in Table 1 can be adjusted according to the actual needs of different working conditions.

[0085] Table 1:

[0086]

[0087] Note: For parameters in the table above that are not covered, the line difference is used for calculation.

[0088] In this embodiment, by selectively reading more vehicle state information from external sources, a comprehensive judgment is made to select the torque gradient, such as throttle position, throttle change rate, acceleration, etc. Through a calibration process, the torque filtering algorithm is combined with the above vehicle state information to selectively correct the torque gradient output value of a single amino acid.

[0089] Through the above steps, it can be seen that the vehicle torque control method in this application has the following beneficial effects:

[0090] 1) Add a second-order gradient correction coefficient, namely the torque gradient correction coefficient L for mass and slope, to the base coefficient, and multiply it with the base coefficient K to output the final torque gradient value, forming different permutations and combinations, providing more torque gradient value options, and achieving the purpose of various working conditions.

[0091] 2) More vehicle status information can be incorporated to correct the torque gradient value.

[0092] 3) Torque control through vehicle torque control methods has the advantages of high flexibility, full coverage of working conditions, low cost, easy implementation and strong scalability.

[0093] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0094] This embodiment also provides a vehicle torque control device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0095] Figure 3 This is a structural block diagram of a vehicle torque control device according to one embodiment of the present invention, such as... Figure 3 As shown, the device includes: an acquisition module 42, which acquires torque demand information and vehicle status information of the target vehicle, wherein the torque demand information includes a target torque condition and a current cycle demand torque, wherein the current cycle demand torque is used to control the motor to output torque in the current cycle, and the vehicle status information includes at least a load signal and a slope signal; a determination module 44, which determines a torque gradient model of the target vehicle based on the vehicle status information; and an adjustment module 46, which uses the torque gradient model to adjust the current cycle demand torque for at least one cycle until the current cycle demand torque meets the target torque condition.

[0096] The aforementioned device acquires the torque demand information and vehicle status information of the target vehicle. The torque demand information includes the target torque condition and the current cycle torque demand, where the current cycle torque demand is used to control the motor's torque output in the current cycle. The vehicle status information includes at least load and gradient signals. Based on the vehicle status information, a torque gradient model for the target vehicle is determined. Using the torque gradient model, the torque demand for the current cycle is adjusted for at least one cycle until it meets the target torque condition. The torque output is dynamically adjusted according to the target vehicle's actual load, gradient, and other vehicle status conditions to ensure that the vehicle's torque is adjusted to the target torque within a finite number of cycles. This avoids the negative impact of sudden torque changes during a single adjustment on vehicle stability and energy efficiency, ensuring the stability and comfort of the vehicle's operation.

[0097] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0098] Optionally, the aforementioned vehicle torque control device may also include other modules, such as a management module for optimizing vehicle energy recovery and electrical energy management; a fault diagnosis module for detecting the operating status of the torque control system and identifying potential faults or anomalies in the system; and a communication module for communicating with other vehicle systems and external devices, so that staff and drivers can understand the torque control status and effect in a timely manner and make timely operational adjustments.

[0099] Embodiments of the present invention also provide a computer program product configured to perform the steps in any of the above embodiments of the vehicle torque control method.

[0100] Optionally, in this embodiment, the computer program is configured to perform the following steps:

[0101] Step S1: Obtain the torque demand information and vehicle status information of the target vehicle. The torque demand information includes the target torque condition and the current cycle demand torque. The current cycle demand torque is used to control the motor to output torque in the current cycle. The vehicle status information includes at least the load signal and the slope signal.

[0102] Step S2: Based on the vehicle state information, determine the torque gradient model of the target vehicle;

[0103] Step S3: Using the torque gradient model, adjust the torque demand for the current cycle for at least one cycle until the torque demand for the current cycle meets the target torque condition.

[0104] Embodiments of the present invention also provide a computer-readable storage medium storing a computer program, wherein the computer program is configured to perform the steps in any of the above method embodiments when executed.

[0105] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:

[0106] Step S1: Obtain the torque demand information and vehicle status information of the target vehicle. The torque demand information includes the target torque condition and the current cycle demand torque. The current cycle demand torque is used to control the motor to output torque in the current cycle. The vehicle status information includes at least the load signal and the slope signal.

[0107] Step S2: Based on the vehicle state information, determine the torque gradient model of the target vehicle;

[0108] Step S3: Using the torque gradient model, adjust the torque demand for the current cycle for at least one cycle until the torque demand for the current cycle meets the target torque condition.

[0109] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0110] An embodiment of the present invention also provides a vehicle, which is controlled using the vehicle torque control method described in the above embodiments.

[0111] Optionally, in this embodiment, the vehicle is configured to perform the following steps:

[0112] Step S1: Obtain the torque demand information and vehicle status information of the target vehicle. The torque demand information includes the target torque condition and the current cycle demand torque. The current cycle demand torque is used to control the motor to output torque in the current cycle. The vehicle status information includes at least the load signal and the slope signal.

[0113] Step S2: Based on the vehicle state information, determine the torque gradient model of the target vehicle;

[0114] Step S3: Using the torque gradient model, adjust the torque demand for the current cycle for at least one cycle until the torque demand for the current cycle meets the target torque condition.

[0115] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0116] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0117] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0118] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0119] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0120] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle torque control method, characterized in that, include: The torque demand information and vehicle status information of the target vehicle are obtained. The torque demand information includes the target torque condition and the current cycle demand torque. The current cycle demand torque is used to control the motor to output torque in the current cycle. The vehicle status information includes at least the load signal and the slope signal. Based on the vehicle state information, the torque gradient model of the target vehicle is determined; Using the torque gradient model, the torque demand for the current cycle is adjusted for at least one cycle until the torque demand for the current cycle meets the target torque condition. Based on the vehicle state information, the torque gradient model of the target vehicle is determined, including the following steps: Obtain a basic torque gradient model, which is a torque gradient model preset for different torque output segments through road testing and simulation analysis. The number of torque gradient segments is set according to the specific vehicle model and operating conditions. The basic torque gradient is divided into ascending gradient and descending gradient. Based on the vehicle state information, determine the gradient correction coefficient; The basic torque gradient model is corrected using the gradient correction coefficient to obtain the torque gradient model of the target vehicle. Using the torque gradient model, torque adjustment for one cycle is performed on the current cycle demand torque, including the following steps: Based on the current cycle demand torque, a torque adjustment gradient matching the current cycle demand torque is determined from the torque gradient model; Based on the torque adjustment gradient, the torque demand of the current cycle is adjusted to obtain the torque demand of the current cycle for the next cycle. The torque demand information also includes the final demand torque, and the target torque condition includes a first torque condition and a second torque condition. The current cycle demand torque meeting the target torque condition includes the following steps: If the current cycle demand torque meets either the first torque condition or the second torque condition, then the current cycle demand torque is determined to meet the target torque condition. Wherein, the first torque condition is that the current cycle demand torque is less than the final demand torque, and the final demand torque is less than the current cycle demand torque in the next cycle; The second torque condition is that the current cycle demand torque is greater than the final demand torque, and the final demand torque is greater than the current cycle demand torque in the next cycle.

2. The vehicle torque control method according to claim 1, characterized in that, Before obtaining the torque requirement information of the target vehicle, the method further includes the following steps: Obtain the target torque of the pedal; Determine whether the target torque of the pedal is greater than or equal to a preset torque threshold; If the target torque of the pedal is determined to be greater than or equal to the preset torque threshold, the final required torque is determined to be the preset torque threshold. If the target torque of the pedal is determined to be less than the preset torque threshold, the final required torque is determined to be the target torque of the pedal.

3. The vehicle torque control method according to claim 1, characterized in that, After the current cycle demand torque meets the target torque condition, the method further includes the following steps: If the current cycle demand torque meets the target torque condition, the current cycle demand torque for the next cycle is determined as the final demand torque, and the torque adjustment is terminated.

4. The vehicle torque control method according to claim 1, characterized in that, The vehicle status information also includes one of the following: gear position signal, throttle opening signal, throttle change rate signal, vehicle speed signal, and vehicle acceleration signal.

5. A vehicle torque control device, characterized in that, The control device is used to execute the vehicle torque control method as described in any one of claims 1 to 4, including: The acquisition module is used to acquire the torque demand information and vehicle status information of the target vehicle. The torque demand information includes the target torque condition and the current cycle demand torque. The current cycle demand torque is used to control the motor to output torque in the current cycle. The vehicle status information includes at least the load signal and the slope signal. The determination module is used to determine the torque gradient model of the target vehicle based on the vehicle state information and obtain the basic torque gradient model. The basic torque gradient model is the torque gradient model preset for different torque output segments through road testing and simulation analysis. The number of torque gradient segments is set by the specific vehicle model and operating conditions. The basic torque gradient is divided into ascending gradient and descending gradient. Based on the vehicle state information, determine the gradient correction coefficient; The basic torque gradient model is corrected using the gradient correction coefficient to obtain the torque gradient model of the target vehicle; the adjustment module is used to adjust the torque of the current cycle demand torque for at least one cycle using the torque gradient model until the current cycle demand torque meets the target torque condition. Using the torque gradient model, torque adjustment for one cycle is performed on the current cycle demand torque, including the following steps: Based on the current cycle demand torque, a torque adjustment gradient matching the current cycle demand torque is determined from the torque gradient model; Based on the torque adjustment gradient, the torque demand of the current cycle is adjusted to obtain the torque demand of the current cycle for the next cycle. The torque demand information also includes the final demand torque, and the target torque condition includes a first torque condition and a second torque condition. The current cycle demand torque meeting the target torque condition includes the following steps: If the current cycle demand torque meets either the first torque condition or the second torque condition, then the current cycle demand torque is determined to meet the target torque condition. Wherein, the first torque condition is that the current cycle demand torque is less than the final demand torque, and the final demand torque is less than the current cycle demand torque in the next cycle; The second torque condition is that the current cycle demand torque is greater than the final demand torque, and the final demand torque is greater than the current cycle demand torque in the next cycle.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein when the program is executed, the computer-readable storage medium is controlled, and the device thereon performs the vehicle torque control method according to any one of claims 1 to 4.

7. A vehicle, characterized in that, The vehicle is controlled using the vehicle torque control method according to any one of claims 1-4.

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