Vehicle torque adjusting method and device, electronic equipment and storage medium

Abstract

The invention provides a vehicle torque adjusting method and device, electronic equipment and a storage medium, and the method comprises the steps: obtaining the real-time speed of a target vehicle at the current moment, the historical speed of the previous moment and the real-time request torque, and determining the driving state of the target vehicle according to the real-time speed and the historical speed; responding to the running state of the target vehicle as a first running state, calling a first MAP lookup table, determining a first response torque from the first MAP lookup table according to the real-time speed and the real-time request torque, and adjusting the motor output torque of the target vehicle according to the first response torque; wherein the first driving state comprises accelerated driving and / or constant-speed driving; responding to the running state of the target vehicle as a second running state, calling a second MAP lookup table, determining a second response torque from the second MAP lookup table according to the real-time speed and the real-time request torque, and adjusting the motor output torque of the target vehicle according to the second response torque; wherein the second driving state comprises deceleration driving.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a vehicle torque regulation method, device, electronic equipment and storage medium. Background Art

[0002] With the continuous advancement of automotive electronic technology, modern vehicles have increasingly higher requirements for driving stability and safety. Especially under special extreme conditions, such as roads with inconsistent adhesion coefficients on the left and right sides of the vehicle (such as asphalt road on the left and dry tile road on the right, asphalt road on the left and wet tile road on the right), when the driver performs emergency braking or acceleration, due to the difference in adhesion coefficients between the tires and the ground, the vehicle may produce a large yaw, thus affecting driving stability and safety.

[0003] The torque interface DST response logic of the existing EPS system has limitations, that is, the DST response coefficient only changes with the vehicle speed and is a fixed value at a specific speed. This results in the EPS response coefficient remaining fixed during vehicle acceleration and deceleration, despite differences in vehicle status, causing the problem that the vehicle acceleration and deceleration processes cannot be taken into account. In addition, the DST response coefficient does not change with the requested torque, which further limits the adaptability of the DST function on roads with different adhesion. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems in the related art to a certain extent. To this end, the first purpose of the present invention is to propose a vehicle torque adjustment method, which calls different MAP lookup tables according to different driving states of the vehicle and the requested torque to determine the corresponding response torque, and then adjusts the motor output torque of the vehicle, eliminates the problem of inconsistent vehicle performance during acceleration and deceleration after the DST function is triggered, optimizes the problem of inconsistent vehicle performance and vehicle oversteering or understeering when the left and right adhesion differences are inconsistent, improves the efficiency of vehicle torque adjustment, and assists the driver to drive the vehicle stably.

[0005] A second object of the present invention is to provide a vehicle torque regulating device.

[0006] A third objective of the present invention is to provide an electronic device.

[0007] A fourth object of the present invention is to provide a computer-readable storage medium.

[0008] To achieve the above object, a first embodiment of the present invention provides a vehicle torque adjustment method, comprising:

[0009] Obtain the current real-time speed of the target vehicle, the historical speed of the previous moment, and the real-time requested torque, and determine the driving state of the target vehicle according to the real-time speed and the historical speed;

[0010] In response to the target vehicle's driving state being a first driving state, calling a first MAP lookup table, determining a first response torque from the first MAP lookup table according to a real-time speed and a real-time requested torque, and adjusting the motor output torque of the target vehicle according to the first response torque; wherein the first driving state includes accelerating driving and / or constant speed driving;

[0011] In response to the target vehicle's driving state being a second driving state, a second MAP lookup table is called, a second response torque is determined from the second MAP lookup table according to the real-time speed and the real-time requested torque, and the motor output torque of the target vehicle is adjusted according to the second response torque; wherein the second driving state includes deceleration driving.

[0012] In addition, the vehicle torque adjustment method according to the above embodiment of the present invention may also have the following additional technical features:

[0013] As an optional embodiment, determining the driving state of the target vehicle according to the real-time speed and the historical speed includes:

[0014] Calculate the difference between real-time speed and historical speed;

[0015] In response to the difference being not less than zero, determining that the driving state of the target vehicle is a first driving state;

[0016] In response to the difference being less than zero, it is determined that the driving state of the target vehicle is a second driving state.

[0017] As an optional embodiment, the method further includes:

[0018] Obtain real-time posture data of the target vehicle;

[0019] A difference between the real-time posture data and the preset posture data is determined, and a real-time requested torque of the target vehicle is determined according to the difference.

[0020] As an optional embodiment, the method further includes:

[0021] Determine a first response torque of the motor under different request torques during the process of the target vehicle accelerating from zero to a preset speed;

[0022] The speed of the target vehicle is used as the first index, the requested torque is used as the second index, and the first response torque is used as the first lookup value to obtain a first MAP lookup table; wherein each lookup value corresponds to a unique first index and a unique second index.

[0023] As an optional embodiment, the method further includes:

[0024] determining a second response torque of the motor under different requested torques during a process in which the speed of the target vehicle is decelerated from a preset speed to zero;

[0025] The speed of the target vehicle is used as the third index, the requested torque is used as the fourth index, and the second response torque is used as the second lookup value to obtain a second MAP lookup table; wherein each second lookup value corresponds to a unique third index and a unique fourth index.

[0026] As an optional embodiment, determining the first response torque from a first MAP lookup table according to the real-time speed and the real-time requested torque includes:

[0027] Determine a first target index corresponding to the real-time speed from a first MAP lookup table;

[0028] determining a second target index corresponding to the immediate requested torque from the first MAP lookup table;

[0029] A first target lookup value corresponding to the first target index and the second target index is determined, and the first target lookup value is used as the first response torque.

[0030] As an optional embodiment, determining the second response torque from a second MAP lookup table according to the real-time speed and the real-time requested torque includes:

[0031] Determine a third target index corresponding to the real-time speed from the second MAP lookup table;

[0032] determining a fourth target index corresponding to the immediate requested torque from the second MAP lookup table;

[0033] A second target lookup value corresponding to the third target index and the fourth target index is determined, and the second target lookup value is used as the second response torque.

[0034] According to the vehicle torque regulation method of an embodiment of the present invention, different MAP lookup tables are called according to different driving states of the vehicle and requested torque to determine the corresponding response torque, and then the motor output torque of the vehicle is adjusted, thereby eliminating the problem of inconsistent vehicle performance during acceleration and deceleration after the DST function is triggered, optimizing the problem of inconsistent vehicle performance when the left and right adhesion differences are inconsistent and the problem of vehicle oversteering or understeering, improving the efficiency of vehicle torque regulation, and assisting the driver in driving the vehicle stably.

[0035] To achieve the above object, a second embodiment of the present invention provides a vehicle torque regulating device, the vehicle torque regulating device comprising:

[0036] An acquisition module is configured to acquire the current real-time speed of the target vehicle, the historical speed at the previous moment, and the real-time requested torque, and determine the driving state of the target vehicle according to the real-time speed and the historical speed;

[0037] A first response module is configured to call a first MAP lookup table in response to the target vehicle's driving state being a first driving state, determine a first response torque from the first MAP lookup table according to a real-time speed and a real-time requested torque, and adjust the motor output torque of the target vehicle according to the first response torque; wherein the first driving state includes accelerating driving and / or constant speed driving;

[0038] The second response module is configured to call a second MAP lookup table in response to the target vehicle's driving state being a second driving state, determine a second response torque from the second MAP lookup table according to a real-time speed and a real-time requested torque, and adjust the motor output torque of the target vehicle according to the second response torque; wherein the second driving state includes deceleration.

[0039] A vehicle torque adjustment device provided according to an embodiment of the present invention calls different MAP lookup tables according to different driving states of the vehicle and requested torque to determine the corresponding response torque, and then adjusts the vehicle's motor output torque, thereby eliminating the problem of inconsistent vehicle performance during acceleration and deceleration after the DST function is triggered, optimizing the problem of inconsistent vehicle performance when the left and right adhesion differences are inconsistent and the problem of vehicle oversteering or understeering, improving the efficiency of vehicle torque adjustment, and assisting the driver in driving the vehicle stably.

[0040] To achieve the above-mentioned purpose, the third aspect of the present invention proposes an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the vehicle torque regulation method as described above when executing the program.

[0041] In order to achieve the above-mentioned purpose, a computer-readable storage medium is proposed in an embodiment of the fourth aspect of the present invention, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the above-mentioned vehicle torque regulation method.

[0042] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only for the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0044] Figure 1 A schematic flow chart of a vehicle torque regulation method provided in an embodiment of the present invention.

[0045] Figure 2 The first MAP search diagram provided in the embodiment of the present invention is shown in FIG.

[0046] Figure 3 This is the first MAP provided by the embodiment of the present invention.

[0047] Figure 4 This is a schematic diagram of a second MAP lookup provided in an embodiment of the present invention.

[0048] Figure 5 This is a second MAP provided by an embodiment of the present invention.

[0049] Figure 6 Another schematic flow chart of the vehicle torque regulation method provided in an embodiment of the present invention.

[0050] Figure 7 A schematic diagram of a vehicle torque adjustment device provided in an embodiment of the present invention.

[0051] Figure 8 A more specific schematic diagram of the hardware structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0052] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings.

[0053] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the present invention should be understood by people with ordinary skills in the field to which the present invention belongs. The words "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include 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 may 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.

[0054] As described in the background technology section, with the continuous advancement of automotive electronic technology, the integration and intelligence of vehicle chassis control systems have become an important means to improve vehicle performance and safety. As an advanced chassis control system, the dynamic directional stability assist (DST) function integrates two core systems: the electronic stability program (ESP) and the electric power steering (EPS). The DST function is controlled by the vehicle's infotainment system (HUT) host, which can monitor the vehicle's dynamic state in real time, calculate the corresponding steering assist torque, and then send these torque requests to the EPS system. After receiving the torque superposition value requested by the DST, the EPS system will perform torque superposition according to the specific DST function MAP diagram, and perform this superposition operation according to the preset calibrable slope. The DST torque control constitutes a closed-loop control system, and its operation process includes the host computer calculating the requested superposition torque value, the EPS system's response, the vehicle's dynamic state feedback to the ESP system, and the ESP system calculating the superposition torque value of the next cycle. This control mechanism enables the DST function to maintain a small interference in different modes of the EPS system (such as standard, sports, and comfort modes), and the EPS system only needs to respond normally to the DST superposition torque request.

[0055] In special extreme conditions, such as slippery or icy roads with inconsistent tire adhesion coefficients on the left and right sides of the vehicle, the vehicle may yaw significantly when the driver performs emergency braking or acceleration. In order to ensure the stability of the vehicle in these situations, the DST function is particularly important. It can assist the driver in changing the steering angle based on the steering torque generated by the EPS system, thereby ensuring that the vehicle can be stably controlled during acceleration and braking. At the same time, the DST function can also provide consistent vehicle stability control performance on surfaces with different adhesion, further improving the safety and driving experience of the vehicle.

[0056] In the process of implementing the present invention, the applicant found that in the existing electric power steering (EPS) system, the torque response logic of the dynamic directional stability assist (DST) function is mainly based on torque superposition control, that is, the corresponding response current is calculated according to the DST request torque value sent by the host computer, and superimposed with the response current of other modules. However, this logic has certain limitations when dealing with complex situations encountered when the vehicle is driving on roads with different adhesion.

[0057] When a vehicle is driving on a road with inconsistent adhesion between the left and right wheels, the body posture may shift due to the different forces on the left and right tires. At this time, the DST host will send a DST request torque signal to correct the body posture. However, the existing DST response coefficient K only changes with the vehicle speed and is a fixed value at a specific speed, which means that when the vehicle decelerates to a certain speed (such as 20km / h) and accelerates to the same speed, although the vehicle state is significantly different due to acceleration and braking, the DST response coefficient remains unchanged. This fixed response coefficient makes it impossible for EPS to take into account different vehicle states during vehicle acceleration and deceleration.

[0058] In addition, the DST response coefficient in the original logic does not change with the change of the requested torque, which further limits the adaptability of the DST function on roads with different adhesion. When the vehicle is driving on a complex road, such as an asphalt road on the left and a dry tile road or a water-attached tile road on the right, the fixed response coefficient in the original EPS logic cannot be dynamically adjusted according to the size of the torque requested by the host computer, resulting in the torque value output by the DST being too large or insufficient, and thus failing to effectively stabilize the vehicle body posture.

[0059] Therefore, the torque response logic of the DST function in the existing EPS system is insufficient in dealing with the complex situations encountered when the vehicle is driving on roads with different adhesion levels. A method is needed to dynamically adjust the DST response coefficient according to the vehicle status and requested torque to improve the adaptability and stability of the DST function.

[0060] The technical solution of the present invention is further described in detail below through specific embodiments.

[0061] refer to Figure 1 , which is a flow chart of a vehicle torque regulation method provided in an embodiment of the present invention.

[0062] Step S102, obtaining the current real-time speed of the target vehicle, the historical speed at the previous moment, and the real-time requested torque, and determining the driving state of the target vehicle according to the real-time speed and the historical speed.

[0063] Step S104, in response to the driving state of the target vehicle being the first driving state, calling the first MAP lookup table, determining the first response torque from the first MAP lookup table according to the real-time speed and the real-time requested torque, and adjusting the motor output torque of the target vehicle according to the first response torque; wherein the first driving state includes accelerating driving and / or constant speed driving.

[0064] Step S106, in response to the target vehicle's driving state being a second driving state, calling a second MAP lookup table, determining a second response torque from the second MAP lookup table according to the real-time speed and the real-time requested torque, and adjusting the motor output torque of the target vehicle according to the second response torque; wherein the second driving state includes deceleration driving.

[0065] In a specific implementation, real-time speed data can be directly obtained through speed sensors installed on the vehicle (such as wheel speed sensors, radar speed meters, etc.). Speed ​​data can also be indirectly obtained by using a GPS positioning system by calculating the position change per unit time. The historical speed of the vehicle at each moment since it was started can be obtained from the vehicle's memory.

[0066] As an optional embodiment, the driving state of the target vehicle is determined based on the real-time speed and the historical speed, including: calculating the difference between the real-time speed and the historical speed; in response to the difference being not less than zero, determining that the driving state of the target vehicle is a first driving state; in response to the difference being less than zero, determining that the driving state of the target vehicle is a second driving state.

[0067] In a specific implementation, in order to solve the problem of inconsistent vehicle performance during acceleration and deceleration, an embodiment of the present invention determines the driving state of the target vehicle based on the real-time speed and the historical speed, and calculates the difference between the real-time speed and the historical speed, which can be understood as calculating the difference between the current vehicle speed and the vehicle speed at the previous moment. If the difference between the current vehicle speed and the vehicle speed at the previous moment is greater than zero, the acceleration is greater than zero at this time, indicating that the driving state of the target vehicle is an accelerating state; if the difference between the current vehicle speed and the vehicle speed at the previous moment is equal to zero, the acceleration is zero at this time, indicating that the driving state of the target vehicle is a uniform speed state; if the difference between the current vehicle speed and the vehicle speed at the previous moment is less than zero, the acceleration is negative at this time, indicating that the driving state of the target vehicle is a decelerating state. According to the different driving states, it can be determined whether the current vehicle is in an accelerating, uniform speed or decelerating state. In particular, at the same speed, it can be distinguished whether the current vehicle is in an accelerating state or a decelerating state, thereby solving the problem of inconsistent vehicle performance during acceleration and deceleration.

[0068] In addition, if the wheels on both sides of the vehicle are on roads with different friction, the vehicle will deviate and "slip", and the DST request torque is needed to assist in correcting the vehicle's state. For example, when one side of the wheel is on an asphalt road and the other side is on a slippery tile road, the adhesion on both sides of the wheel will also be different due to the different friction coefficients of the two roads. This difference will cause the body posture to change, that is, the body will deviate to one side. The DST system corrects the body posture by applying an additional torque (i.e., real-time request torque). The direction and magnitude of this torque need to be accurately calculated to ensure that the body deviation caused by the difference in friction can be effectively offset. The DST system usually includes sensors, controllers, and actuators. The sensor is used to detect the posture change of the body, the controller calculates the required correction torque based on the input of the sensor, and then the actuator (such as a motor or hydraulic device) applies this torque to correct the body posture.

[0069] Furthermore, the immediate requested torque may also be determined by directly determining the attitude of the vehicle.

[0070] As an optional embodiment, real-time posture data of the target vehicle may be acquired; a difference between the real-time posture data and preset posture data may be determined, and a real-time requested torque of the target vehicle may be determined based on the difference.

[0071] Real-time attitude data refers to the spatial state information of the vehicle at the current moment, such as the position, direction, tilt angle, etc. This information can be obtained through a variety of sensors and technical means, including but not limited to using inertial sensors such as gyroscopes and accelerometers to measure the angular velocity and acceleration of the vehicle, and obtaining the vehicle's attitude information through integral operations. After obtaining the real-time attitude data, it is necessary to compare it with the preset attitude data. The preset attitude data is usually the expected attitude set according to the normal driving state of the vehicle or specific task requirements. The difference calculation can be based on methods such as vector operations, matrix operations or angle difference calculations.

[0072] For example, if the real-time posture data indicates that the current tilt angle of the vehicle is θ, and the expected tilt angle set by the preset posture data is θ 0 , then the difference Δθ=θ-θ 0 This difference reflects the deviation between the vehicle's current posture (i.e., real-time posture data) and the expected posture (i.e., preset posture data).

[0073] Furthermore, the real-time requested torque is determined according to the difference between the real-time posture data and the preset posture data. The real-time requested torque is the torque required for the target vehicle to be corrected from the current "deviation" state to the "preset" state.

[0074] Next, the corresponding MAP lookup table is retrieved according to the driving state of the vehicle and the real-time requested torque to retrieve the corresponding response torque, and the motor output torque of the target vehicle is adjusted according to the corresponding response torque.

[0075] Specifically, when the vehicle is accelerating or traveling at a constant speed, a first response torque is determined from a first MAP lookup table according to the real-time speed of the vehicle and the requested torque, and the motor output torque of the target vehicle is adjusted according to the first response torque; when the vehicle is decelerating, a second response torque is determined from a second MAP lookup table according to the real-time speed of the vehicle and the requested torque, and the motor output torque of the target vehicle is adjusted according to the second response torque.

[0076] As an optional embodiment, the first response torque of the motor under different requested torques during the process of accelerating the target vehicle from zero to a preset speed is determined; the speed of the target vehicle is used as the first index, the requested torque is used as the second index, and the first response torque is used as the first search value to obtain a first MAP lookup table; wherein each search value corresponds to a unique first index and a unique second index.

[0077] As an optional embodiment, the second response torque of the motor under different requested torques is determined during the process of decelerating the speed of the target vehicle from a preset speed to zero; the speed of the target vehicle is used as the third index, the requested torque is used as the fourth index, and the second response torque is used as the second lookup value to obtain a second MAP lookup table; wherein each second lookup value corresponds to a unique third index and a unique fourth index.

[0078] refer to Figure 2 , which is a schematic diagram of the first MAP search provided in an embodiment of the present invention.

[0079] For the first MAP lookup table, for each requested torque value, measure and record the response torque of the motor at each vehicle speed point during the acceleration of the target vehicle from rest to a preset speed. Organize these data into a table or database form, where the vehicle speed (from 0 to the preset speed) is used as the first index (Y axis) in km / h. The requested torque is used as the second index (X axis) in NM. The response torque is used as the first lookup value (the value in the table or the record in the database). A first MAP lookup table is obtained, which can quickly find and return the corresponding first response torque based on the given vehicle speed and requested torque value.

[0080] refer to Figure 3 , which is the first MAP diagram provided by an embodiment of the present invention.

[0081] When the vehicle is accelerating or moving at a constant speed, each curve corresponds to a real-time vehicle speed in km / h; the horizontal axis is the real-time requested torque in NM, and the vertical axis is the motor output torque in NM.

[0082] refer to Figure 4 , which is a schematic diagram of the second MAP search representation provided in an embodiment of the present invention.

[0083] For the second MAP lookup table, for each requested torque value, measure and record the response torque of the motor at each vehicle speed point during the process of the target vehicle decelerating from a preset speed to a standstill. Organize these data into another table or database form, where, similar to the first MAP lookup table, the vehicle speed (from the preset speed to 0) is used as the third index (Y axis). The requested torque is used as the fourth index (X axis). The motor output torque value is used as the second lookup value (the value in the table or the record in the database). A second MAP lookup table is obtained, which can quickly find and return the corresponding second response torque based on the given vehicle speed (the vehicle speed during deceleration) and the requested torque value.

[0084] refer to Figure 5 , which is the second MAP diagram provided by an embodiment of the present invention.

[0085] When the vehicle is decelerating, each curve corresponds to a real-time vehicle speed in km / h; the horizontal axis is the real-time requested torque in NM, and the vertical axis is the motor output torque in NM.

[0086] Combination Figure 2-Figure 5 For example, when the vehicle is in acceleration state, the speed is 80km / h, and the requested torque is 1NM, the first MAP lookup table is called to determine that the first response torque is 0.342802, and the motor output torque of the target vehicle can be further adjusted according to the first response torque.

[0087] refer to Figure 6 , is another flow chart of the vehicle torque regulation method provided in an embodiment of the present invention.

[0088] In a specific implementation, first, the speed information of the target vehicle is obtained. Further, the speed of the target vehicle is low-pass filtered, the difference between the current speed and the speed at the previous moment is calculated, and the positive or negative value of the difference is determined to judge the current driving state of the target vehicle. If the difference is positive or zero, it indicates that the current driving state of the target vehicle is acceleration or constant speed; if the difference is negative, it indicates that the current driving state of the target vehicle is deceleration; further, if it is in the acceleration or constant speed state, the first MAP lookup table is called according to the real-time speed of the target vehicle and the requested torque, the first response torque is determined, and the motor output torque is adjusted according to the first response torque; if it is in the deceleration state, the second MAP lookup table is called according to the real-time speed of the target vehicle and the requested torque, the second response torque is determined, and the motor output torque is adjusted according to the second response torque.

[0089] From the above, it can be seen that a vehicle torque adjustment method provided by the present invention calls different MAP lookup tables according to different driving states of the vehicle and requested torque to determine the corresponding response torque, and then adjusts the vehicle's motor output torque, thereby eliminating the problem of inconsistent vehicle performance during acceleration and deceleration after the DST function is triggered, optimizing the problem of inconsistent vehicle performance when the left and right adhesion differences are inconsistent and the problem of vehicle oversteering or understeering, improving the efficiency of vehicle torque adjustment, and assisting the driver in driving the vehicle stably.

[0090] It should be noted that the method of the embodiment of the present invention can be performed by a single device, such as a computer or a server. The method of this embodiment can also be applied in 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 invention, and the multiple devices will interact with each other to complete the described method.

[0091] It should be noted that some embodiments of the present invention are described above. 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.

[0092] Based on the same inventive concept, corresponding to the method provided in any of the above embodiments, the present invention also provides a vehicle torque adjustment device.

[0093] refer to Figure 7 , is a schematic diagram of a vehicle torque adjustment device provided in an embodiment of the present invention.

[0094] The device comprises:

[0095] The acquisition module 702 is configured to acquire the current real-time speed of the target vehicle, the historical speed at the previous moment, and the real-time requested torque, and determine the driving state of the target vehicle according to the real-time speed and the historical speed;

[0096] The first response module 704 is configured to call a first MAP lookup table in response to the target vehicle's driving state being a first driving state, determine a first response torque from the first MAP lookup table according to the real-time speed and the real-time requested torque, and adjust the motor output torque of the target vehicle according to the first response torque; wherein the first driving state includes accelerating driving and / or constant speed driving;

[0097] The second response module 706 is configured to call a second MAP lookup table in response to the target vehicle's driving state being a second driving state, determine a second response torque from the second MAP lookup table according to the real-time speed and the real-time requested torque, and adjust the motor output torque of the target vehicle according to the second response torque; wherein the second driving state includes deceleration.

[0098] Optionally, the acquisition module 702 is further configured to:

[0099] Calculate the difference between real-time speed and historical speed;

[0100] In response to the difference being not less than zero, determining that the driving state of the target vehicle is a first driving state;

[0101] In response to the difference being less than zero, it is determined that the driving state of the target vehicle is a second driving state.

[0102] Optionally, the acquisition module 702 is further configured to:

[0103] Obtain real-time posture data of the target vehicle;

[0104] A difference between the real-time posture data and the preset posture data is determined, and a real-time requested torque of the target vehicle is determined according to the difference.

[0105] Optionally, the first response module 704 is further configured to:

[0106] Determine a first response torque of the motor under different request torques during the process of the target vehicle accelerating from zero to a preset speed;

[0107] The speed of the target vehicle is used as the first index, the requested torque is used as the second index, and the first response torque is used as the first lookup value to obtain a first MAP lookup table; wherein each lookup value corresponds to a unique first index and a unique second index.

[0108] Optionally, the second response module 706 is further configured to:

[0109] determining a second response torque of the motor under different requested torques during a process in which the speed of the target vehicle is decelerated from a preset speed to zero;

[0110] The speed of the target vehicle is used as the third index, the requested torque is used as the fourth index, and the second response torque is used as the second lookup value to obtain a second MAP lookup table; wherein each second lookup value corresponds to a unique third index and a unique fourth index.

[0111] Optionally, the first response module 704 is further configured to:

[0112] Determine a first target index corresponding to the real-time speed from a first MAP lookup table;

[0113] determining a second target index corresponding to the immediate requested torque from the first MAP lookup table;

[0114] A first target lookup value corresponding to the first target index and the second target index is determined, and the first target lookup value is used as the first response torque.

[0115] Optionally, the second response module 706 is further configured to:

[0116] Determine a third target index corresponding to the real-time speed from the second MAP lookup table;

[0117] determining a fourth target index corresponding to the immediate requested torque from the second MAP lookup table;

[0118] A second target lookup value corresponding to the third target index and the fourth target index is determined, and the second target lookup value is used as the second response torque.

[0119] According to the vehicle torque adjustment device of the embodiment of the present invention, different MAP lookup tables are called according to different driving states of the vehicle and requested torque to determine the corresponding response torque, and then the motor output torque of the vehicle is adjusted, thereby eliminating the problem of inconsistent vehicle performance during acceleration and deceleration after the DST function is triggered, optimizing the problem of inconsistent vehicle performance when the left and right adhesion differences are inconsistent and the problem of vehicle oversteering or understeering, improving the efficiency of vehicle torque adjustment, and assisting the driver to drive the vehicle stably.

[0120] For the convenience of description, the above system is described as being divided into various modules according to their functions. Of course, when implementing the present invention, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0121] The system of the above embodiment is used to implement the corresponding method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0122] Based on the same inventive concept, corresponding to the method described in any of the above embodiments, the present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method described in any of the above embodiments when executing the program.

[0123] 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 810, a memory 820, an input / output interface 830, a communication interface 840, and a bus 850. The processor 810, the memory 820, the input / output interface 830, and the communication interface 840 are connected to each other in communication within the device through the bus 850.

[0124] The processor 810 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.

[0125] The memory 820 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 820 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 820 and are called and executed by the processor 810.

[0126] The input / output interface 830 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.

[0127] The communication interface 840 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.).

[0128] The bus 850 comprises a pathway that transmits information between the various components of the device (eg, the processor 810, the memory 820, the input / output interface 830, and the communication interface 840).

[0129] It should be noted that, although the above device only shows the processor 810, the memory 820, the input / output interface 830, the communication interface 840 and the bus 850, 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.

[0130] The electronic device of the above embodiment is used to implement the corresponding method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0131] Based on the same inventive concept, corresponding to the method described in any of the above embodiments, the present invention also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the method described in any of the above embodiments.

[0132] The above-mentioned non-transitory computer-readable storage medium can be any available medium or data storage device that can be accessed by a computer, including but not limited to magnetic storage (such as floppy disks, hard disks, magnetic tapes, magneto-optical disks (MO), etc.), optical storage (such as CD, DVD, BD, HVD, etc.), and semiconductor storage (such as ROM, EPROM, EEPROM, non-volatile memory (NAND FLASH), solid-state drive (SSD)), etc.

[0133] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the method described in any embodiment of the above exemplary method part, and have the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0134] In addition, although the operations of the method of the present invention are described in a specific order in the accompanying drawings, this does not require or imply that the operations must be performed in this specific order, or that all the operations shown must be performed to achieve the desired results. On the contrary, the steps depicted in the flow chart can be performed in a different order. Additionally or alternatively, some steps can be omitted, multiple steps can be combined into one step, and / or one step can be decomposed into multiple steps.

[0135] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, a plurality of steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0136] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present invention should be understood by people with ordinary skills in the field to which the present invention belongs. The "first", "second" and similar words used in the embodiments of the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include 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 may 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.

[0137] Although the spirit and principle of the present invention have been described with reference to several specific embodiments, it should be understood that the present invention is not limited to the disclosed specific embodiments, and the division of various aspects does not mean that the features in these aspects cannot be combined to benefit, and this division is only for the convenience of expression. The present invention is intended to cover various modifications and equivalent arrangements included in the spirit and scope of the attached claims. The scope of the attached claims conforms to the broadest interpretation, thereby including all such modifications and equivalent structures and functions.

Claims

1. A vehicle torque adjustment method, characterized in that: include: Obtaining the current real-time speed, the previous historical speed, and the real-time requested torque of the target vehicle, and determining the driving state of the target vehicle according to the real-time speed and the historical speed; In response to the driving state of the target vehicle being a first driving state, calling a first MAP lookup table, determining a first response torque from the first MAP lookup table according to the real-time speed and the real-time requested torque, and adjusting the motor output torque of the target vehicle according to the first response torque; wherein the first driving state includes accelerating driving and / or constant speed driving; In response to the target vehicle's driving state being a second driving state, a second MAP lookup table is called, a second response torque is determined from the second MAP lookup table according to the real-time speed and the real-time requested torque, and the motor output torque of the target vehicle is adjusted according to the second response torque; wherein the second driving state includes deceleration driving.

2. The vehicle torque adjustment method according to claim 1, characterized in that: Determining the driving state of the target vehicle according to the real-time speed and the historical speed includes: Calculating the difference between the real-time speed and the historical speed; In response to the difference being not less than zero, determining that the driving state of the target vehicle is the first driving state; In response to the difference being less than zero, determining that the driving state of the target vehicle is the second driving state.

3. The vehicle torque adjustment method according to claim 1, characterized in that: Also includes: Acquiring real-time posture data of the target vehicle; A difference between the real-time posture data and the preset posture data is determined, and a real-time requested torque of the target vehicle is determined according to the difference.

4. The vehicle torque adjustment method according to claim 1, characterized in that: Also includes: Determining a first response torque of the motor under different requested torques during a process in which the speed of the target vehicle is accelerated from zero to a preset speed; The first MAP lookup table is obtained by taking the speed of the target vehicle as the first index, the requested torque as the second index, and the first response torque as the first lookup value; wherein each lookup value corresponds to a unique first index and a unique second index.

5. The vehicle torque adjustment method according to claim 1, characterized in that: Also includes: Determining a second response torque of the motor under different requested torques during a process in which the speed of the target vehicle is decelerated from a preset speed to zero; The second MAP lookup table is obtained by taking the speed of the target vehicle as the third index, the requested torque as the fourth index, and the second response torque as the second lookup value; wherein each second lookup value corresponds to a unique third index and a unique fourth index.

6. The vehicle torque adjustment method according to claim 4, characterized in that: The determining a first response torque from the first MAP lookup table according to the real-time speed and the real-time requested torque comprises: Determine a first target index corresponding to the real-time speed from the first MAP lookup table; determining a second target index corresponding to the immediate requested torque from the first MAP lookup table; A first target lookup value corresponding to the first target index and the second target index is determined, and the first target lookup value is used as the first response torque.

7. The vehicle torque adjustment method according to claim 5, characterized in that: The determining the second response torque from the second MAP lookup table according to the real-time speed and the real-time requested torque comprises: Determine a third target index corresponding to the real-time speed from the second MAP lookup table; determining a fourth target index corresponding to the immediate requested torque from the second MAP lookup table; A second target lookup value corresponding to the third target index and the fourth target index is determined, and the second target lookup value is used as the second response torque.

8. A vehicle torque regulating device, characterized in that: include: An acquisition module is configured to acquire the current real-time speed of the target vehicle, the historical speed at the previous moment, and the real-time requested torque, and determine the driving state of the target vehicle according to the real-time speed and the historical speed; A first response module is configured to call a first MAP lookup table in response to the driving state of the target vehicle being a first driving state, determine a first response torque from the first MAP lookup table according to the real-time speed and the real-time requested torque, and adjust the motor output torque of the target vehicle according to the first response torque; wherein the first driving state includes accelerating driving and / or constant speed driving; The second response module is configured to call a second MAP lookup table in response to the driving state of the target vehicle being a second driving state, determine a second response torque from the second MAP lookup table according to the real-time speed and the real-time requested torque, and adjust the motor output torque of the target vehicle according to the second response torque; wherein the second driving state includes deceleration.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the vehicle torque adjustment method according to any one of claims 1 to 7 is implemented.

10. A non-transitory computer-readable storage medium storing computer instructions, characterized in that: The computer instructions are used to enable the computer to implement the vehicle torque regulation method according to any one of claims 1 to 7.

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