Torque adjusting method and device and vehicle

Abstract

The embodiment of the invention provides a torque adjusting method and device and a vehicle. The method comprises the steps that a request torque value is obtained; determining a first intervention torque value according to the wheel acceleration and the whole vehicle acceleration of the vehicle; and controlling the vehicle to perform energy recovery according to the request torque value and the first intervention torque value. The embodiment of the invention can be applied to an intelligent automobile or an electric automobile, and torque intervention is carried out in the energy recovery process, so that the slip rate of wheels can be prevented from being increased; and meanwhile, the vehicle can be kept in an energy recovery state all the time, and the driving experience of a user can be improved.

Description

Torque adjustment method, device and vehicle Technical Field

[0001] The embodiments of the present application relate to the field of intelligent driving, and more specifically, to a torque adjustment method, device and vehicle. Background Art

[0002] When a vehicle is regenerating while driving on an unpaved surface, the drive wheels may become loose or slip. The regenerated torque applied to the drive wheels can cause wheel speed and speed deviation to increase, leading to a slip threshold and triggering the anti-lock braking system (ABS) or dynamic traction control (DTC). When ABS or DTC is triggered, the vehicle exits regen, preventing the driver from using regen for a period of time, resulting in a poor user experience.

[0003] Summary of the Invention

[0004] The embodiments of the present application provide a torque regulation method, device, and vehicle, which help to avoid the increase of wheel slip rate through torque intervention during the vehicle's energy recovery process, thereby reducing the probability of triggering ABS or DTC; at the same time, it can also enable the vehicle to always remain in an energy recovery state, which helps to improve the user's driving experience.

[0005] The vehicle in this application is a vehicle in a broad sense, which can be a means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawn mowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiments of this application do not specifically limit the type of vehicle.

[0006] In a first aspect, a torque regulation method is provided, which includes: obtaining a requested torque value; determining a first intervention torque value based on the wheel acceleration and the entire vehicle acceleration of the vehicle; and controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value.

[0007] In the embodiment of the present application, the vehicle is controlled to perform energy recovery by requesting torque and the intervention torque determined by the wheel acceleration and the vehicle acceleration, which helps to avoid the increase of wheel slip rate and reduce the probability of triggering ABS or DTC; at the same time, it can also keep the vehicle in the energy recovery state, which helps to improve the user's driving experience.

[0008] In some possible implementations, obtaining the requested torque value includes: obtaining the requested torque value when the vehicle is in an energy recovery state.

[0009] In some possible implementations, determining the first intervention torque value according to the wheel acceleration and the whole vehicle acceleration of the vehicle includes: determining the first intervention torque value according to the difference between the wheel acceleration and the whole vehicle acceleration of the vehicle.

[0010] In the embodiment of the present application, the wheel state can be obtained by the difference between the wheel acceleration and the whole vehicle acceleration, so as to determine whether the vehicle's slip rate has a trend of continuing to expand.

[0011] In some possible implementations, a mapping relationship between the difference between the wheel acceleration and the whole vehicle acceleration and the intervention torque value is stored in the vehicle.

[0012] In some possible implementations, the difference between the wheel acceleration and the vehicle acceleration is a function of the intervention torque value.

[0013] In some possible implementations, controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value includes: controlling the vehicle to perform energy recovery based on a difference between the requested torque value and the first intervention torque value.

[0014] In combination with the first aspect, in certain implementations of the first aspect, the method further includes: obtaining a road surface type; determining a second intervention torque value based on the road surface type; wherein, controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value includes: controlling the vehicle to perform energy recovery based on the requested torque value, the first intervention torque value and the second intervention torque value.

[0015] In the embodiment of the present application, the vehicle can perform torque intervention according to the road type, which can avoid the increase of wheel slip rate and reduce the probability of triggering ABS or DTC; at the same time, it can also keep the vehicle in an energy recovery state, which helps to improve the user's driving experience.

[0016] The above road surface type may be the type of road surface on which the vehicle is currently located.

[0017] In some possible implementations, a mapping relationship between road surface type and intervention torque value is stored in the vehicle.

[0018] In some possible implementations, obtaining the road surface type includes determining the road surface type based on data collected by a sensor outside the vehicle cabin.

[0019] In some possible implementations, obtaining the road surface type includes: obtaining the road surface type according to map information.

[0020] In combination with the first aspect, in certain implementations of the first aspect, obtaining the road surface type includes: obtaining a wheel speed fluctuation frequency of the vehicle; and determining the road surface type based on the wheel speed fluctuation frequency.

[0021] In this embodiment of the present application, since the wheel speed fluctuation frequency differs when a vehicle is traveling on a normal paved road and an abnormal paved road, the wheel speed fluctuation frequency can also be considered when implementing torque intervention. This allows the vehicle to identify the road surface as normal or abnormal based on the wheel speed fluctuation frequency. In this way, suppressing wheel speed fluctuations through torque intervention can prevent increased wheel slip and reduce the probability of triggering ABS or DTC. Furthermore, it can also ensure that the vehicle remains in a regenerative state, enhancing the user's driving experience.

[0022] In some possible implementations, a mapping relationship between wheel speed fluctuation frequency, road surface type, and intervention torque value is stored in the vehicle.

[0023] In some possible implementations, the method further includes: acquiring a wheel speed fluctuation frequency of the vehicle; and determining the second intervention torque value according to the wheel speed fluctuation frequency.

[0024] The above torque intervention can also be understood as the absolute value of the torque value output to the motor when the vehicle is performing energy recovery is less than the absolute value of the requested torque value determined by the vehicle's current driving parameters (for example, one or more of the accelerator pedal opening, brake pedal opening and vehicle speed).

[0025] In some possible implementations, a mapping relationship between wheel speed fluctuation frequency and intervention torque value is stored in the vehicle.

[0026] In some possible implementations, the wheel speed fluctuation frequency and the intervention torque value are functionally related.

[0027] In some possible implementations, determining the second intervention torque value based on the wheel speed fluctuation frequency includes: determining the type of road surface the vehicle is currently on based on the wheel speed fluctuation frequency; and determining the second intervention torque value based on the type of road surface the vehicle is currently on.

[0028] In some possible implementations, a mapping relationship between the road type and the intervention torque value is stored in the vehicle.

[0029] In combination with the first aspect, in certain implementations of the first aspect, the vehicle is controlled to perform energy recovery based on the requested torque value, the first intervention torque value, and the second intervention torque value, including: determining a third intervention torque value based on the first intervention torque value and the second intervention torque value; and controlling the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value.

[0030] In this embodiment of the present application, the vehicle can determine a third intervention torque value based on the first intervention torque value and the second intervention torque value, and then control the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value. This can prevent the increase in wheel slip and reduce the probability of triggering ABS or DTC. It can also ensure that the vehicle is always in the energy recovery state, which helps to improve the user's driving experience.

[0031] In combination with the first aspect, in certain implementations of the first aspect, determining the third intervention torque value based on the first intervention torque value and the second intervention torque value includes: determining the lowest torque value between the first intervention torque value and the second intervention torque value as the third intervention torque value.

[0032] In this embodiment of the present application, the lowest torque value between the first intervention torque value and the second intervention torque value can be determined as the third intervention torque value. In this way, while avoiding the triggering of ABS or DTC due to the increase in wheel slip rate, the efficiency of energy recovery during vehicle operation can also be improved.

[0033] In combination with the first aspect, in certain implementations of the first aspect, the method further includes: obtaining the slip rate of the vehicle; determining a correction coefficient based on the slip rate; wherein, controlling the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value includes: determining a fourth intervention torque value based on the third intervention torque value and the correction coefficient; and controlling the vehicle to perform energy recovery based on the requested torque value and the fourth intervention torque value.

[0034] In this embodiment of the present application, the vehicle's slip rate can also be considered during torque intervention. The third intervention torque value is corrected using a correction factor calculated using the slip rate. This comprehensive consideration of factors such as wheel acceleration, vehicle acceleration, wheel speed fluctuation frequency, and slip rate during torque intervention can prevent increased wheel slip and reduce the probability of triggering ABS or DTC. Furthermore, it can ensure that the vehicle remains in a regenerative state, enhancing the user's driving experience.

[0035] In some possible implementations, the greater the slip ratio, the greater the correction coefficient.

[0036] In some possible implementations, a mapping relationship between slip ratio and correction coefficient is stored in the vehicle.

[0037] In some possible implementations, the slip ratio and the correction coefficient are in a functional relationship.

[0038] In combination with the first aspect, in certain implementations of the first aspect, the method further includes: obtaining the slip rate of the vehicle; determining a correction coefficient based on the slip rate; wherein, controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value includes: determining a fifth intervention torque value based on the first intervention torque value and the correction coefficient; and controlling the vehicle to perform energy recovery based on the requested torque value and the fifth intervention torque value.

[0039] In this embodiment of the present application, the vehicle's slip rate can also be considered during torque intervention. The first intervention torque value is corrected using a correction factor calculated using the slip rate. This comprehensive consideration of factors such as wheel acceleration, vehicle acceleration, and slip rate during torque intervention can prevent wheel slip from increasing, reducing the probability of triggering ABS or DTC. Furthermore, it can also ensure that the vehicle remains in a regenerative state, enhancing the user's driving experience.

[0040] In combination with the first aspect, in certain implementations of the first aspect, the method also includes: when the number of torque interventions when controlling the vehicle to perform energy recovery is greater than or equal to a preset number, controlling the vehicle to perform energy recovery based on a historical torque intervention value; or, when the duration of the torque intervention when controlling the vehicle to perform energy recovery is greater than or equal to a preset duration, controlling the vehicle to perform energy recovery based on a historical torque intervention value.

[0041] In this embodiment of the present application, when the number or duration of torque interventions during vehicle regenerative braking meets certain conditions, the vehicle can be controlled to perform regenerative braking based on historical torque intervention values. This can conserve vehicle computing resources and reduce the probability of ABS or DTC triggering during subsequent driving.

[0042] In combination with the first aspect, in certain implementations of the first aspect, the method further includes: when controlling the vehicle to perform energy recovery, increasing the braking torque of the vehicle's braking system, and / or starting a wind resistance enhancement device.

[0043] In an embodiment of the present application, when torque intervention is performed, the braking torque of the vehicle's braking system can be increased and / or the windage improvement device can be activated, which helps to avoid the vehicle's braking distance being lengthened due to continuous torque intervention, and helps to improve the safety of the vehicle; at the same time, it can also avoid the user's feeling of rushing forward during torque intervention, and help to improve the user's driving experience.

[0044] In combination with the first aspect, in certain implementations of the first aspect, obtaining the requested torque value includes: determining the requested torque value based on at least one of the vehicle speed, the opening of the vehicle's accelerator pedal, and the opening of the vehicle's brake pedal.

[0045] In a second aspect, a torque regulation device is provided, which includes: an acquisition unit for acquiring a requested torque value; a determination unit for determining a first intervention torque value based on the wheel acceleration and the whole vehicle acceleration of the vehicle; and a control unit for controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value.

[0046] In combination with the second aspect, in certain implementations of the second aspect, the acquisition unit is further used to obtain the road surface type; the determination unit is further used to determine the second intervention torque value based on the road surface type; wherein the control unit is used to: control the vehicle to perform energy recovery based on the requested torque value, the first intervention torque value and the second intervention torque value.

[0047] In combination with the second aspect, in certain implementations of the second aspect, the acquisition unit is further used to acquire a wheel speed fluctuation frequency of the vehicle; and the determination unit is further used to determine the road surface type based on the wheel speed fluctuation frequency.

[0048] In combination with the second aspect, in certain implementations of the second aspect, the determination unit is used to: determine a third intervention torque value based on the first intervention torque value and the second intervention torque value; and the control unit is used to control the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value.

[0049] In combination with the second aspect, in certain implementations of the second aspect, the determining unit is configured to determine a lowest torque value between the first intervention torque value and the second intervention torque value as the third intervention torque value.

[0050] In combination with the second aspect, in certain implementations of the second aspect, the acquisition unit is further used to obtain the slip rate of the vehicle; the determination unit is further used to determine a correction coefficient based on the slip rate; wherein the control unit is used to: determine a fourth intervention torque value based on the third intervention torque value and the correction coefficient; and control the vehicle to perform energy recovery based on the requested torque value and the fourth intervention torque value.

[0051] In combination with the second aspect, in certain implementations of the second aspect, the acquisition unit is further used to obtain the slip rate of the vehicle; the determination unit is further used to determine a correction coefficient based on the slip rate; wherein the control unit is used to: determine a fifth intervention torque value based on the first intervention torque value and the correction coefficient; and control the vehicle to perform energy recovery based on the requested torque value and the fifth intervention torque value.

[0052] In combination with the second aspect, in certain implementations of the second aspect, the control unit is further used to control the vehicle to perform energy recovery based on a historical torque intervention value when the number of torque interventions when controlling the vehicle to perform energy recovery is greater than or equal to a preset number; or to control the vehicle to perform energy recovery based on a historical torque intervention value when the duration of the torque intervention when controlling the vehicle to perform energy recovery is greater than or equal to a preset duration.

[0053] In combination with the second aspect, in certain implementations of the second aspect, the control unit is further used to increase the braking torque of the vehicle's braking system and / or start the windage enhancement device when controlling the vehicle to perform energy recovery.

[0054] In combination with the second aspect, in certain implementations of the second aspect, the acquisition unit is used to determine the requested torque value based on at least one of the vehicle speed, the opening of the vehicle's accelerator pedal, and the opening of the vehicle's brake pedal.

[0055] In a third aspect, a torque adjustment device is provided, which includes a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit to enable the device to perform any possible method in the first aspect.

[0056] In a fourth aspect, a torque adjustment system is provided, which includes a motor and a torque adjustment device according to any one of the second aspect or the third aspect.

[0057] In a fifth aspect, a vehicle is provided, which includes the torque adjustment device described in any one of the second aspect or the third aspect, or includes the torque adjustment system described in the fourth aspect.

[0058] In a sixth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute any possible method in the first aspect.

[0059] It should be noted that the above-mentioned computer program code can be stored in whole or in part on the first storage medium, wherein the first storage medium can be packaged together with the processor or separately packaged with the processor, and the embodiments of the present application do not specifically limit this.

[0060] In a seventh aspect, a computer-readable medium is provided, wherein the computer-readable medium stores a program code, and when the computer program code is run on a computer, the computer is caused to execute any possible method in the first aspect.

[0061] In an eighth aspect, an embodiment of the present application provides a chip system, which includes a processor for calling a computer program or computer instructions stored in a memory so that the processor executes any possible method in the above-mentioned first aspect.

[0062] In combination with the eighth aspect, in one possible implementation, the processor is coupled to the memory through an interface.

[0063] In combination with the eighth aspect, in one possible implementation, the chip system also includes a memory, in which a computer program or computer instructions are stored. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] FIG1 is a functional block diagram of a vehicle provided in an embodiment of the present application.

[0065] FIG2 is a schematic flow chart of a torque adjustment method provided in an embodiment of the present application.

[0066] FIG3 is a set of graphical user interfaces GUI provided by an embodiment of the present application.

[0067] FIG4 is another schematic flow chart of the torque adjustment method provided in an embodiment of the present application.

[0068] FIG5 is another schematic flow chart of the torque adjustment method provided in an embodiment of the present application.

[0069] FIG6 is another schematic flow chart of the torque adjustment method provided in an embodiment of the present application.

[0070] FIG7 is a schematic block diagram of a torque adjustment device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0071] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in this article is merely a way to describe the association relationship of associated objects, indicating that three relationships can exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone.

[0072] In the embodiments of the present application, prefixes such as "first" and "second" are used only to distinguish different description objects and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers to distinguish description objects in the embodiments of the present application does not constitute a restriction on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and the use of such prefixes should not constitute an unnecessary restriction. In addition, in the description of this embodiment, unless otherwise specified, the meaning of "plurality" is two or more.

[0073] As previously mentioned, when a vehicle is regenerating while traversing an unpaved surface, the drive wheels may become loose or slip. The regenerated torque applied to the drive wheels can cause wheel speed and speed deviations to increase, leading to slip exceeding a certain threshold and triggering the ABS or DTC. When the ABS or DTC is triggered, the vehicle exits regen, preventing the driver from using regen for a period of time, resulting in a poor user experience.

[0074] The present invention provides a torque regulation method, device, and vehicle that, through torque intervention, controls the vehicle to perform energy recovery, helping to prevent wheel slip from increasing, thereby reducing the probability of triggering ABS or DTC. Furthermore, the method allows the vehicle to remain in an energy recovery state, thereby enhancing the user's driving experience. The technical solutions in the present invention are described below in conjunction with the accompanying drawings.

[0075] FIG1 is a functional block diagram of a vehicle 100 provided in an embodiment of the present application. The vehicle 100 may include a perception system 120, a display device 130, and a computing platform 150, wherein the perception system 120 may include one or more sensors for sensing information about the environment surrounding the vehicle 100. For example, the perception system 120 may include a positioning system, which may be a global positioning system (GPS), a BeiDou system, or other positioning systems. The perception system 120 may also include one or more of an inertial measurement unit (IMU), a laser radar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0076] Some or all functions of vehicle 100 may be controlled by computing platform 150. Computing platform 150 may include one or more processors, such as processors 151 to 15n (n is a positive integer). A processor is a circuit capable of processing signals. In one implementation, the processor may be a circuit capable of reading and executing instructions, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor may implement certain functions through the logical relationships of hardware circuits. The logical relationships of the hardware circuits may be fixed or reconfigurable. For example, the processor may be a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration file to implement the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, the processor may also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform 150 may also include a memory for storing instructions, and some or all of the processors 151 to 15n may call the instructions in the memory to implement corresponding functions.

[0077] The display devices 130 in the cockpit are mainly divided into two categories: the first is the onboard display screen; the second is a projection display screen, such as a head-up display (HUD). An onboard display screen is a physical display screen and a key component of the in-vehicle infotainment system. Multiple displays can be installed in the cockpit, such as the digital instrument panel, the center console, the display in front of the front passenger (also known as the front passenger), the display in front of the left rear passenger, and the display in front of the right rear passenger. Even the windows can serve as display screens. A head-up display, also known as a head-up display system, is primarily used to display driving information such as speed and navigation on a display device in front of the driver (e.g., the windshield). This reduces the driver's gaze shift time, avoids pupil changes caused by the driver's gaze shift, and improves driving safety and comfort. HUDs include, for example, combiner-head-up displays (C-HUD), windshield-head-up displays (W-HUD), and augmented reality heads-up displays (AR-HUD). HUD may also have other types of systems as technology evolves, and this application is not limited to this.

[0078] FIG2 shows a schematic flow chart of a torque regulation method 200 provided in an embodiment of the present application. The method 200 can be executed by a vehicle, or the method 200 can also be executed by the above-mentioned computing platform, or the method 200 can also be executed by a system-on-a-chip (SoC) in the computing platform, or the method 200 can also be executed by a processor in the computing platform, or the method 200 can also be executed by a vehicle control unit (VCU), or the method 200 can also be executed by a motor control unit (MCU), or the method 200 can also be executed by a system consisting of a vehicle control unit and an electronic stability control system (ESC), or the method 200 can also be executed by a system consisting of a VCU and an MCU. As shown in FIG2 , the method 200 includes:

[0079] S210: Obtain a requested torque value.

[0080] In one possible implementation, the requested torque value is obtained when the vehicle is in an energy recovery state. The vehicle being in the energy recovery state can be understood as the vehicle's drive motor is in a power generation state, or the drive motor is converting mechanical energy into electrical energy.

[0081] The vehicle being in the energy recovery state can also be understood as the vehicle determining that the energy recovery function is turned on.

[0082] For example, the vehicle can default to the energy recovery function being enabled. Upon detecting that the user has disabled the energy recovery function through controls on the vehicle's display, the energy recovery function can be disabled. After the energy recovery function is disabled, the vehicle enters a non-energy recovery state.

[0083] For another example, the steering wheel of the vehicle includes a button for an energy recovery function. When a user presses and holds the button, the vehicle can enter an energy recovery state.

[0084] In one embodiment, obtaining the requested torque value includes determining the requested torque value according to at least one of a vehicle speed, an opening of an accelerator pedal of the vehicle, and an opening of a brake pedal of the vehicle.

[0085] For example, the vehicle may determine the current energy recovery request torque value according to the current accelerator pedal opening and the current vehicle speed.

[0086] Optionally, the vehicle may store a mapping relationship between the accelerator pedal opening, vehicle speed, and the energy recovery request torque value. The vehicle may determine the request torque value based on the current accelerator pedal opening, the current vehicle speed, and the mapping relationship.

[0087] S220: Determine a first intervention torque value according to the wheel acceleration and the entire vehicle acceleration of the vehicle.

[0088] In one embodiment, determining the first intervention torque value according to the wheel acceleration and the whole vehicle acceleration of the vehicle includes: determining the first intervention torque value according to the difference between the wheel acceleration and the whole vehicle acceleration of the vehicle.

[0089] In one embodiment, a first intervention torque value is determined based on the wheel acceleration and the whole vehicle acceleration of the vehicle, including: determining the first intervention torque value based on the difference between the wheel acceleration and the whole vehicle acceleration of the vehicle and the mapping relationship between the difference between the wheel acceleration and the whole vehicle acceleration and the intervention torque value.

[0090] Exemplarily, Table 1 shows a mapping relationship between the difference between the wheel acceleration and the whole vehicle acceleration and the intervention torque value.

[0091] Table 1

[0092] The difference between wheel acceleration and vehicle acceleration intervenes in the torque value [0, 1m / s 2 )0[1m / s 2 , 2m / s 2 ) Requested torque value × 10% [2m / s 2 , 3m / s 2 ) Requested torque value × 20%

[0093] …

[0094] For example, if the difference between the wheel acceleration and the vehicle acceleration is 1.5 m / s 2 , the first intervention torque value can be determined to be the requested torque value multiplied by 10%. For example, if the requested torque value is 1000 N·m, the first intervention torque value is 100 N·m.

[0095] The mapping relationship between the difference between the wheel acceleration and the vehicle acceleration and the intervention torque value shown in Table 1 above is merely illustrative and is not specifically limited in the embodiments of the present application.

[0096] In one embodiment, the difference between the wheel acceleration and the vehicle acceleration and the intervention torque value may also be in a functional relationship. The vehicle may determine the first intervention torque value based on the difference between the wheel acceleration and the vehicle acceleration and the functional relationship.

[0097] S230: Control the vehicle to perform energy recovery according to the requested torque value and the first intervention torque value.

[0098] In one embodiment, controlling the vehicle to perform energy recovery according to the requested torque value and the first intervention torque value includes: controlling the vehicle to perform energy recovery according to a difference between the requested torque value and the first intervention torque value.

[0099] For example, the VCU determines a requested torque value of 1000 N·m based on the current accelerator pedal position and the vehicle's current speed. Based on the wheel acceleration and vehicle acceleration, the VCU determines a first intervention torque value of 100 N·m. The VCU then outputs the difference between the requested torque value and the first intervention torque value (900 N·m) to the motor used for energy recovery. The motor then uses this difference to perform energy recovery.

[0100] In an embodiment of the present application, torque intervention when the vehicle is in an energy recovery state can be understood as the absolute value of the torque value output to the motor by the vehicle when performing energy recovery is less than the absolute value of the requested torque value determined based on the vehicle's current driving parameters (for example, one or more of the accelerator pedal opening, the brake pedal opening, and the vehicle speed).

[0101] In one embodiment, the method 200 further includes: obtaining the wheel speed fluctuation frequency of the vehicle; determining a second intervention torque value based on the wheel speed fluctuation frequency; wherein, controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value includes: controlling the vehicle to perform energy recovery based on the requested torque value, the first intervention torque value and the second intervention torque value.

[0102] In one embodiment, determining the second intervention torque value according to the wheel speed fluctuation frequency includes: determining the second intervention torque value according to the wheel speed fluctuation frequency and a mapping relationship between the wheel speed fluctuation frequency and the intervention torque value.

[0103] For example, Table 2 shows a mapping relationship between wheel speed fluctuation frequency and intervention torque value.

[0104] Table 2

[0105] Wheel speed fluctuation frequency intervention torque value [10Hz, 14Hz) 0 [6Hz, 10Hz) Requested torque value × 20% [2Hz, 6Hz) Requested torque value × 30% [0, 2Hz] Requested torque value × 40% ...

[0106] For example, when the current wheel speed fluctuation frequency of the vehicle is 7 Hz, the second intervention torque value can be determined as the requested torque value multiplied by 20% according to the mapping relationship shown in Table 2. If the requested torque value is 1000 N·m, the second intervention torque value is 200 N·m.

[0107] The corresponding relationship between the wheel speed fluctuation frequency and the intervention torque value shown in Table 2 above is merely illustrative and is not specifically limited in the embodiments of the present application.

[0108] In one embodiment, the wheel speed fluctuation frequency and the intervention torque value may also be in a functional relationship.

[0109] In one embodiment, determining the second intervention torque value based on the wheel speed fluctuation frequency includes: determining the type of road surface the vehicle is currently on based on the wheel speed fluctuation frequency; and determining the second intervention torque value based on the type of road surface the vehicle is currently on.

[0110] For example, Table 3 shows a mapping relationship between wheel speed fluctuation frequency, road surface type, and intervention torque value.

[0111] Table 3

[0112] Wheel speed fluctuation frequency Road surface type Intervention torque value [10Hz, 14Hz) Normal paved road 0 [7Hz, 8Hz) Bumpy road Request torque value × 20% [4Hz, 6Hz) Wet road Request torque value × 30% ...

[0113] For example, if the vehicle's current wheel speed fluctuation frequency is 7.5 Hz, the mapping relationship shown in Table 3 can be used to determine that the vehicle is currently on a bumpy road. Furthermore, the second intervention torque value can be determined based on the mapping relationship shown in Table 3 as the requested torque value multiplied by 20%. For example, if the requested torque value is 1000 N·m, the second intervention torque value is 200 N·m.

[0114] The mapping relationship between the wheel speed fluctuation frequency, the road type and the intervention torque value shown in Table 3 is merely illustrative and is not specifically limited in the embodiments of the present application.

[0115] The above describes a process for determining the road surface type based on the wheel speed fluctuation frequency and then determining the intervention torque value based on the road surface type. However, the embodiments of the present application are not limited thereto. For example, the current road surface type can also be determined based on data collected by sensors outside the vehicle cabin (e.g., a camera), thereby determining the intervention torque value based on the road surface type. In one embodiment, the current road surface type can also be obtained based on map information, thereby determining the intervention torque value based on the road surface type.

[0116] In one embodiment, the vehicle is controlled to perform energy recovery based on the requested torque value, the first intervention torque value, and the second intervention torque value, including: determining a third intervention torque value based on the first intervention torque value and the second intervention torque value; and controlling the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value.

[0117] In one embodiment, the third intervention torque value is an average of the first intervention torque value and the second intervention torque value.

[0118] Exemplarily, the first intervention torque value is 100 N·m, the second intervention torque value is 200 N·m, and the third intervention torque value is 150 N·m.

[0119] In one embodiment, the third intervention torque value is a torque value obtained by weightedly averaging the first intervention torque value and the second intervention torque value.

[0120] For example, the formula for obtaining the third intervention torque value by weighted average of the first intervention torque value and the second intervention torque value may be:

[0121] Third intervention torque value=first intervention torque value×first weighting coefficient+second intervention torque value×second weighting coefficient

[0122] The sum of the first weighting coefficient and the second weighting coefficient is 1.

[0123] In one embodiment, the first weighting coefficient is greater than the second weighting coefficient. For example, if the first intervention torque value is 100 N·m, the second intervention torque value is 200 N·m, the first weighting coefficient is 0.6, and the second weighting coefficient is 0.4, then the third intervention torque value is 140 N·m.

[0124] In one embodiment, determining the third intervention torque value based on the first intervention torque value and the second intervention torque value includes: determining the lowest torque value between the first intervention torque value and the second intervention torque value as the third intervention torque value.

[0125] Exemplarily, the first intervention torque value is 100 N·m, the second intervention torque value is 200 N·m, and the third intervention torque value is 100 N·m.

[0126] In one embodiment, the method 200 further includes: obtaining a slip rate of the vehicle; determining a correction coefficient based on the slip rate; wherein, controlling the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value includes: determining a fourth intervention torque value based on the third intervention torque value and the correction coefficient; and controlling the vehicle to perform energy recovery based on the requested torque value and the fourth intervention torque value.

[0127] In one embodiment, determining the correction coefficient according to the slip ratio includes: determining the correction coefficient according to the slip ratio and a mapping relationship between the slip ratio and the correction coefficient.

[0128] For example, Table 4 shows a mapping relationship between slip ratio and correction coefficient.

[0129] Table 4

[0130] Slip correction coefficient [0, 10%) 0 [10%, 15%) 1.1 [15%, 20%) 1.5 ...

[0131] For example, when the current slip ratio of the vehicle is 12%, the correction coefficient can be determined to be 1.1 according to the mapping relationship shown in Table 4.

[0132] The mapping relationship between the slip ratio and the correction coefficient shown in Table 4 is merely illustrative and is not specifically limited in the embodiments of the present application.

[0133] In one embodiment, the slip ratio and the correction coefficient may also be in a functional relationship.

[0134] In one embodiment, the fourth intervention torque value is the third intervention torque value multiplied by the correction coefficient. For example, if the correction coefficient is 1.1 and the third intervention torque value is 100 N·m, then the fourth intervention torque value is 110 N·m.

[0135] In one embodiment, controlling the vehicle to perform energy recovery according to the requested torque value and the fourth intervention torque value includes: controlling the vehicle to perform energy recovery according to a difference between the requested torque value and the fourth intervention torque value.

[0136] Exemplarily, the VCU determines that the requested torque value is 1000 N·m based on the current accelerator pedal opening and the current vehicle speed. The VCU determines that the first intervention torque value is 100 N·m based on the wheel acceleration and the vehicle acceleration. The VCU determines that the second intervention torque value is 200 N·m based on the wheel speed fluctuation frequency. The third intervention torque value may be the minimum value between the first intervention torque value and the second intervention torque value. The VCU determines that the correction coefficient is 1.1 based on the current slip rate of the vehicle. The VCU may determine a fourth intervention torque value (for example, 110 N·m) based on the correction coefficient and the third intervention torque value. Then the VCU may output the difference (890 N·m) between the requested torque value and the fourth intervention torque value to the motor used for energy recovery. The motor may recover energy based on the difference. In one embodiment, the above method may also be executed by a motor controller or other controller.

[0137] The above description uses the slip ratio as an example to determine the correction coefficient, but the present invention is not limited thereto. For example, the fifth intervention torque value may also be determined based on the current slip ratio of the vehicle.

[0138] In one embodiment, determining the fifth intervention torque value according to a current slip rate of the vehicle includes: determining the fifth intervention torque value according to the current slip rate of the vehicle and a mapping relationship between the slip rate and the intervention torque value.

[0139] Exemplarily, Table 5 shows a mapping relationship between slip ratio and intervention torque value.

[0140] Table 5

[0141] Slip ratio intervention torque value [0, 10%) 0 [10%, 15%) Requested torque value × 30% [15%, 20%) Requested torque value × 50%

[0142] …

[0143] For example, when the current slip ratio of the vehicle is 12% and the requested torque value is 1000 N·m, the fifth intervention torque value may be determined to be 300 N·m according to the mapping relationship shown in Table 5.

[0144] In one embodiment, the vehicle may be controlled to perform energy recovery according to the requested torque value, the first intervention torque value, the second intervention torque value, and the fifth intervention torque value.

[0145] For example, the VCU determines that the requested torque value is 1000 N·m based on the current accelerator pedal opening and the current vehicle speed. The VCU determines that the first intervention torque value is 100 N·m based on the wheel acceleration and the vehicle acceleration. The VCU determines that the second intervention torque value is 200 N·m based on the wheel speed fluctuation frequency. The VCU determines that the fifth intervention torque value is 300 N·m based on the current slip rate of the vehicle. The VCU can then output the difference (800 N·m) between the requested torque value and the average value (200 N·m) of the first intervention torque value, the second intervention torque value, and the fifth intervention torque value to the motor, so that the motor can recover energy based on this difference.

[0146] Alternatively, the torque output to the motor can be calculated using a weighted average. For example, the weighting coefficient for the first intervention torque value is 0.3, the weighting coefficient for the second intervention torque value is 0.5, and the weighting coefficient for the fifth intervention torque value is 0.2. The VCU can output the difference (810 N·m) between the requested torque value and the weighted average (190 N·m) of the first, second, and fifth intervention torque values ​​to the motor, allowing the motor to control the vehicle for energy recovery based on this difference.

[0147] The mapping relationship between the slip ratio and the intervention torque value shown in Table 5 is merely illustrative and is not specifically limited in the embodiments of the present application.

[0148] In one embodiment, the method 200 further includes: obtaining a slip rate of the vehicle; determining a correction coefficient based on the slip rate; wherein, controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value includes: determining a fifth intervention torque value based on the first intervention torque value and the correction coefficient; and controlling the vehicle to perform energy recovery based on the requested torque value and the fifth intervention torque value.

[0149] The process of determining the correction coefficient based on the slip ratio can be referred to the description in the above embodiment and will not be repeated here.

[0150] For example, the VCU determines a requested torque value of 1000 N·m based on the current accelerator pedal opening and the vehicle's current speed. The VCU determines a first intervention torque value of 100 N·m based on the wheel acceleration and the vehicle's overall acceleration. The VCU determines a correction factor of 1.1 based on the vehicle's current slip ratio. The VCU then outputs the difference (890 N·m) between the requested torque value and the product of the first intervention torque value and the correction factor to the motor used for energy recovery. The motor then recovers energy based on the difference between the requested torque value and the first intervention torque value.

[0151] The above description uses the slip ratio as an example to determine the correction coefficient, but the present invention is not limited thereto. For example, the fifth intervention torque value can also be determined based on the current vehicle slip ratio. Thus, the vehicle is controlled to perform energy recovery based on the requested torque value, the first intervention torque value, and the fifth intervention torque value.

[0152] For example, the VCU determines that the requested torque value is 1000 N·m based on the current accelerator pedal opening and the current vehicle speed. The VCU determines that the first intervention torque value is 100 N·m based on the wheel acceleration and the vehicle acceleration. The VCU determines that the fifth intervention torque value is 300 N·m based on the vehicle's current slip rate. The average of the first intervention torque value and the fifth intervention torque value is 200 N·m. The VCU can then output the difference between the requested torque value and the average value (800 N·m) to the motor used for energy recovery. The motor can recover energy based on the difference between the requested torque value and the average value.

[0153] Alternatively, a difference (eg, 900 N·m) between the requested torque value and the minimum value between the first intervention torque value and the fifth intervention torque value may be output to the motor, and the motor may recover energy based on the difference.

[0154] In one embodiment, the method 200 further includes: when the number of torque interventions when controlling the vehicle to perform energy recovery is greater than or equal to a preset number, controlling the vehicle to perform energy recovery based on a historical torque intervention value; or, when the duration of the torque intervention when controlling the vehicle to perform energy recovery is greater than or equal to a preset duration, controlling the vehicle to perform energy recovery based on a historical torque intervention value.

[0155] For example, when the vehicle is in the energy recovery state and traveling on a certain road section, the number of torque interventions is greater than or equal to 3 times, for example, at T 1- At time T2, if the requested torque value is 1000 N·m and the intervention torque value is 200 N·m, the motor can perform energy recovery based on the difference between the requested torque value and the intervention torque value (800 N·m). For another example, at time T2-T3, if the requested torque value is 800 N·m and the intervention torque value is 200 N·m, the motor can perform energy recovery based on the difference between the requested torque value and the intervention torque value (600 N·m). For another example, at time T3-T4, if the requested torque value is 500 N·m and the intervention torque value is 100 N·m, the motor can perform energy recovery based on the difference between the requested torque value and the intervention torque value (400 N·m). After the vehicle performs three torque interventions, after time T4, the average value of the torques applied by the motor during the first three times (e.g., 600 N·m) can be used to control the vehicle to perform energy recovery.

[0156] For example, when a vehicle is in an energy recovery state and is traveling on a certain road section, if the duration of the torque intervention is greater than or equal to 30 seconds, the vehicle can recover energy based on the average value of the torque used by the motor within 30 seconds.

[0157] In one embodiment, the historical torque intervention value may further include an intervention torque value determined when the vehicle travels on other road segments before traveling on the first road segment. Alternatively, the historical torque intervention value may further include an intervention torque value determined when the vehicle travels on the first road segment last time.

[0158] In this embodiment of the present application, when the number or duration of torque interventions during vehicle regenerative braking meets certain conditions, the vehicle can be controlled to perform regenerative braking based on historical torque intervention values. This can conserve vehicle computing resources and prevent the vehicle from triggering ABS or DTC during subsequent driving.

[0159] In one embodiment, the method 200 further includes: when controlling the vehicle to perform energy recovery, increasing the braking torque of the vehicle's braking system, and / or activating a wind resistance enhancement device.

[0160] Exemplarily, the wind resistance improving device includes but is not limited to a spoiler, a tail wing, etc.

[0161] Exemplarily, increasing the braking torque of the vehicle's braking system includes: supplementing the hydraulic braking torque through a chassis hydraulic braking system.

[0162] In an embodiment of the present application, when torque intervention is performed, the braking torque of the vehicle's braking system can be increased and / or the windage improvement device can be activated, which helps to avoid the vehicle's braking distance being lengthened due to continuous torque intervention, and helps to improve the safety of the vehicle; at the same time, it can also avoid the user's feeling of rushing forward during torque intervention, and help to improve the user's driving experience.

[0163] When controlling the vehicle to perform energy recovery, the user may feel that the deceleration effect of the vehicle is reduced due to the torque intervention. In the embodiment of the present application, when the torque intervention is performed, the user may be notified of the reduction in the deceleration effect of the vehicle through a prompt on the instrument screen and a voice prompt.

[0164] Figure 3 illustrates a graphical user interface (GUI) provided by an embodiment of the present application. When the vehicle is in energy recovery mode and undergoing torque intervention, the instrument panel displays a prompt message: "Vehicle is in energy recovery mode and undergoing torque intervention. Deceleration effect is decreasing. Please pay attention to following distance." Simultaneously, a voice prompt may be provided: "Please pay attention to following distance."

[0165] The above description is based on the example of the vehicle display screen and voice prompts, and the embodiments of the present application are not limited thereto. For example, the user may be prompted by changing the color of the ambient light, vibrating the steering wheel, or the like.

[0166] FIG4 shows a schematic flow chart of a torque adjustment method 400 provided in an embodiment of the present application. The method 400 can be executed by a vehicle, or the method 400 can also be executed by the above-mentioned computing platform, or the method 400 can also be executed by the SOC in the computing platform, or the method 400 can also be executed by the processor in the computing platform, or the method 400 can also be executed by the VCU, or the method 400 can also be executed by the MCU, or the method 400 can also be executed by a system consisting of a VCU and an ESC, or the method 400 can also be executed by a system consisting of a VCU and an MCU. As shown in FIG4 , the method 400 includes:

[0167] S410: Obtain a requested torque value.

[0168] In one embodiment, obtaining the torque value includes: obtaining a requested torque value when the vehicle is in an energy recovery state.

[0169] The above process of S410 can refer to the above process of S210, which will not be repeated here.

[0170] S420: Determine a second intervention torque value according to the wheel speed fluctuation frequency of the vehicle.

[0171] The process of determining the second intervention torque value through the wheel speed fluctuation frequency can be referred to the description in the above embodiment and will not be repeated here.

[0172] In one embodiment, determining the second intervention torque value according to the wheel speed fluctuation frequency of the vehicle includes: determining a road surface type according to the wheel speed fluctuation frequency; and determining the second intervention torque value according to the road surface type.

[0173] S430: Control the vehicle to perform energy recovery according to the requested torque value and the second intervention torque value.

[0174] In one embodiment, controlling the vehicle to perform energy recovery according to the requested torque value and the second intervention torque value includes: controlling the vehicle to perform energy recovery according to a difference between the requested torque value and the second intervention torque value.

[0175] For example, the VCU determines a requested torque value of 1000 N·m based on the current accelerator pedal opening and the vehicle's current speed. Based on the current wheel speed fluctuation frequency and the mapping relationship shown in Table 2, the VCU determines a second intervention torque value of 200 N·m. The VCU then outputs the difference between the requested torque value and the first intervention torque value (800 N·m) to the motor used for energy recovery. The motor then performs energy recovery based on the difference between the requested torque value and the second intervention torque value.

[0176] In this embodiment of the present application, since the wheel speed fluctuation frequency differs when a vehicle is traveling on a normal paved road and an abnormal paved road, the wheel speed fluctuation frequency can also be considered when implementing torque intervention. This allows the vehicle to identify the road surface as normal or abnormal based on the wheel speed fluctuation frequency. In this way, suppressing wheel speed fluctuations through torque intervention can prevent increased wheel slip and reduce the probability of triggering ABS or DTC. Furthermore, it can also ensure that the vehicle remains in a regenerative state, enhancing the user's driving experience.

[0177] In one embodiment, an embodiment of the present application provides a torque regulation method, which includes: obtaining a requested torque value; determining a second intervention torque value based on the type of road surface on which the vehicle is located; and controlling the vehicle to perform energy recovery based on the requested torque value and the second intervention torque value.

[0178] In one embodiment, before determining the second intervention torque value based on the type of the road surface on which the vehicle is located, the method further includes: determining the type of the road surface based on the wheel speed fluctuation frequency of the vehicle; or, determining the type of the road surface based on data collected by sensors outside the vehicle cabin; or, obtaining the type of the road surface based on map information.

[0179] In one embodiment, the vehicle stores a mapping relationship between the road type and the intervention torque value.

[0180] FIG5 shows a schematic flow chart of a torque adjustment method 500 provided in an embodiment of the present application. The method 500 can be executed by a vehicle, or the method 500 can be executed by the aforementioned computing platform, or the method 500 can be executed by a SOC in the computing platform, or the method 500 can be executed by a processor in the computing platform, or the method 500 can be executed by a VCU, or the method 500 can be executed by an MCU, or the method 500 can be executed by a system consisting of a VCU and an ESC, or the method 500 can be executed by a system consisting of a VCU and an MCU. As shown in FIG5 , the method 500 includes:

[0181] S510: Obtain a requested torque value.

[0182] In one embodiment, obtaining the torque value includes: obtaining a requested torque value when the vehicle is in an energy recovery state.

[0183] The above process of S510 can refer to the above process of S210, which will not be repeated here.

[0184] S520: Determine a fifth intervention torque value according to the slip ratio of the vehicle.

[0185] The process of determining the fifth intervention torque value according to the slip rate of the vehicle can be referred to the description in the above embodiment, which will not be repeated here.

[0186] S530: Control the vehicle to perform energy recovery according to the requested torque value and the fifth intervention torque value.

[0187] For example, the VCU determines a requested torque value of 1000 N·m based on the current accelerator pedal opening and the current vehicle speed. Based on the current slip ratio and the mapping relationship shown in Table 5, the VCU determines a fifth intervention torque value of 300 N·m. The VCU then outputs the difference between the requested torque value and the first intervention torque value (700 N·m) to the motor used for energy recovery. The motor then performs energy recovery based on the difference between the requested torque value and the fifth intervention torque value.

[0188] In one embodiment, the method 500 includes determining a correction factor based on a slip ratio of the vehicle.

[0189] For example, Table 6 shows another mapping relationship between the slip ratio and the correction coefficient.

[0190] Table 6

[0191] Slip correction coefficient [0, 10%) 1 [10%, 15%) 0.7 [15%, 20%) 0.5 ...

[0192] For example, if the vehicle's slip ratio is 12%, the correction coefficient can be determined to be 0.7 according to the mapping relationship shown in Table 6. The vehicle can then obtain a final intervention torque value (e.g., 700 N·m) by multiplying the requested torque value by the correction coefficient, allowing the motor to perform energy recovery based on the intervention torque value.

[0193] The mapping relationship between the slip ratio and the intervention torque value shown in Table 6 is merely illustrative and is not specifically limited in the embodiments of the present application.

[0194] In this embodiment of the present application, the vehicle's slip ratio can be considered during torque intervention. This allows the fifth intervention torque value to be determined based on the slip ratio. This allows the vehicle to be controlled to perform energy recovery based on the requested torque value and the fifth intervention torque value. This prevents wheel slip from increasing, reducing the probability of triggering ABS or DTC. It also ensures the vehicle remains in an energy recovery state, enhancing the user experience.

[0195] The above embodiments can be combined with each other. For example, method 400 and method 500 can be combined with each other. For example, the VCU determines that the requested torque value is 1000N·m based on the current accelerator pedal opening and the current vehicle speed. The VCU determines that the second intervention torque value is 200N·m based on the current wheel speed fluctuation frequency and the mapping relationship shown in Table 2 above. The VCU determines that the fifth intervention torque value is 300N·m based on the current slip rate and the mapping relationship shown in Table 5 above. Then the VCU can output the difference (750N·m) between the average value of the requested torque value, the second intervention torque value and the fifth intervention torque value to the motor used for energy recovery. The motor can recover energy based on the difference.

[0196] For another example, the VCU determines that the requested torque value is 1000 N·m based on the current accelerator pedal opening and the current vehicle speed. The VCU determines that the second intervention torque value is 200 N·m based on the current wheel speed fluctuation frequency and the mapping relationship shown in Table 2 above. The VCU determines that the correction coefficient is 1.1 based on the current slip rate and the mapping relationship shown in Table 4 above. The VCU can then output the difference (780 N·m) between the requested torque value, the second intervention torque value, and the product of the correction coefficient to the motor used for energy recovery. The motor can then perform energy recovery based on this difference.

[0197] FIG6 shows a schematic flow chart of a torque adjustment method 600 provided in an embodiment of the present application. The method can be executed by a system consisting of a VCU, an MCU, an ESC, and a motor. The method 600 includes:

[0198] S601: The VCU obtains a requested torque value T0.

[0199] The requested torque T0 may be the aforementioned requested torque value.

[0200] For example, the VCU may determine the requested torque value T0 according to the current opening degree of the accelerator pedal of the vehicle and the current speed of the vehicle.

[0201] S602: The VCU obtains the wheel information sent by the ESC.

[0202] Exemplarily, the wheel information includes the number of periodic fluctuations of the wheel speed.

[0203] S603: The VCU determines the wheel speed fluctuation frequency based on the wheel information.

[0204] S604: The VCU determines an intervention torque value T1 according to the wheel speed fluctuation frequency.

[0205] The above intervention torque value T1 may be the above second intervention torque value.

[0206] In one embodiment, the VCU may also determine an intervention level based on the wheel speed fluctuation frequency, and further determine T1 based on the intervention level and T0. Exemplarily, the intervention level may range from [0 to 1]. The intervention torque value T1 may be T0 multiplied by the intervention level.

[0207] By distinguishing road types based on different wheel speed fluctuation frequencies, the torque intervention level can be selected in real time.

[0208] In one embodiment, the method 600 includes: the VCU determines an intervention torque value T1 according to the type of road surface on which the vehicle is currently located.

[0209] For example, the VCU may determine the type of the road surface based on map information, or the VCU may determine the type of the road surface based on data collected by sensors outside the vehicle cabin, or the VCU may determine the type of the road surface based on the wheel speed fluctuation frequency.

[0210] S605: The VCU obtains the wheel acceleration and vehicle acceleration information sent by the ESC.

[0211] S606: The VCU determines the intervention torque value T2 based on the wheel acceleration and the vehicle acceleration.

[0212] The above intervention torque value T2 may be the above first intervention torque value.

[0213] The process of the VCU determining the intervention torque value T2 based on the wheel acceleration and the vehicle acceleration can be referred to the description in the above embodiment and will not be repeated here.

[0214] In the event of an ABS or DTC false trigger, the wheel acceleration on the axle where energy recovery is located is often greater than the vehicle acceleration. Once the difference between the wheel acceleration and the vehicle acceleration exceeds a certain threshold, the ABS or DTC is subsequently triggered. The torque intervention value is calculated based on this difference, effectively preventing the ABS or DTC from being triggered.

[0215] The energy recovery axle mentioned above may be an axle equipped with a drive motor and performing energy recovery. For example, some electric vehicles have a rear axle equipped with a drive motor, while some electric vehicles have both a front axle and a rear axle equipped with drive motors.

[0216] S607: The VCU obtains the wheel speed and vehicle speed information sent by the ESC.

[0217] S608: The VCU determines the current slip rate of the vehicle based on the wheel speed and vehicle speed.

[0218] S609: The VCU determines a correction coefficient a based on the slip ratio.

[0219] For the VCU to determine the correction coefficient a according to the slip ratio, reference may be made to the description in the above embodiment, which will not be repeated here.

[0220] ABS triggering is closely related to slip rate. By introducing a slip rate correction factor a to adjust the torque intervention value, this not only prevents ABS triggering but also allows the vehicle to utilize the slip rate limit to maximize grip and effectively decelerate.

[0221] There is no actual order among the above S601, S602-S604, S605-S606, and S607-S609.

[0222] S610: The VCU controls the vehicle to perform energy recovery based on T0, T1, T2, and a.

[0223] In one embodiment, the VCU controls the vehicle to perform energy recovery based on T0, T1, T2, and a, including: the VCU determines the energy recovery torque T3 based on T0, T1, T2, and a. The VCU outputs T3 to the MCU, which controls the motor to perform energy recovery based on T3.

[0224] The calculation process of T0, T1, T2 and a in the above method 200 can be implemented in the VCU or in the MCU, and the embodiment of the present application is not limited to this.

[0225] For example, the calculation formula of T3 is shown in formula (1):

[0226] T3=T0-min(T1,T2)×a (1)

[0227] Figure 7 shows a schematic block diagram of a torque adjustment device 700 provided in an embodiment of the present application. As shown in Figure 7 , the device 700 includes: an acquisition unit 710 for acquiring a requested torque value; a determination unit 720 for determining a first intervention torque value based on the vehicle's wheel acceleration and overall vehicle acceleration; and a control unit 730 for controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value.

[0228] Optionally, the acquisition unit 710 is also used to obtain the road surface type; the determination unit 720 is also used to determine the second intervention torque value based on the road surface type; wherein the control unit 730 is used to: control the vehicle to perform energy recovery based on the requested torque value, the first intervention torque value and the second intervention torque value.

[0229] Optionally, the acquisition unit 710 is configured to acquire a wheel speed fluctuation frequency of the vehicle; and determine the road surface type according to the wheel speed fluctuation frequency.

[0230] Optionally, the acquisition unit 710 is further configured to acquire a wheel speed fluctuation frequency of the vehicle; and the determination unit 720 is further configured to determine the second intervention torque value according to the wheel speed fluctuation frequency.

[0231] Optionally, the determination unit 720 is used to determine a third intervention torque value based on the first intervention torque value and the second intervention torque value; the control unit 730 is used to control the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value.

[0232] Optionally, the determining unit 720 is configured to determine a lowest torque value between the first intervention torque value and the second intervention torque value as the third intervention torque value.

[0233] Optionally, the acquisition unit 710 is also used to obtain the slip rate of the vehicle; the determination unit 720 is also used to determine a correction coefficient based on the slip rate; wherein the control unit 730 is used to: determine a fourth intervention torque value based on the third intervention torque value and the correction coefficient; and control the vehicle to perform energy recovery based on the requested torque value and the fourth intervention torque value.

[0234] Optionally, the acquisition unit 710 is also used to obtain the slip rate of the vehicle; the determination unit 720 is also used to determine a correction coefficient based on the slip rate; wherein the control unit 730 is used to: determine a fifth intervention torque value based on the first intervention torque value and the correction coefficient; and control the vehicle to perform energy recovery based on the requested torque value and the fifth intervention torque value.

[0235] Optionally, the control unit 730 is further used to control the vehicle to perform energy recovery based on a historical torque intervention value when the number of torque interventions when controlling the vehicle to perform energy recovery is greater than or equal to a preset number; or to control the vehicle to perform energy recovery based on a historical torque intervention value when the duration of the torque intervention when controlling the vehicle to perform energy recovery is greater than or equal to a preset duration.

[0236] Optionally, the control unit 730 is further configured to increase the braking torque of the vehicle's braking system and / or activate a wind resistance enhancement device when controlling the vehicle to perform energy recovery.

[0237] Optionally, the acquisition unit 710 is configured to determine the requested torque value according to at least one of the vehicle speed, the opening degree of the accelerator pedal of the vehicle, and the opening degree of the brake pedal of the vehicle.

[0238] In one embodiment, the acquisition unit 710 is used to obtain a requested torque value when the vehicle is in an energy recovery state; the determination unit 720 is used to determine a second intervention torque value based on the wheel fluctuation frequency of the vehicle; and the control unit 730 is used to control the vehicle to perform energy recovery based on the requested torque value and the second intervention torque value.

[0239] In one embodiment, the acquisition unit 710 is used to obtain a requested torque value when the vehicle is in an energy recovery state; the determination unit 720 is used to determine a fifth intervention torque value based on the slip rate of the vehicle; and the control unit 730 is used to control the vehicle to perform energy recovery based on the requested torque value and the fifth intervention torque value.

[0240] For example, the acquisition unit 710 may be the computing platform in FIG1 or a processing circuit, processor, or controller in the computing platform. For example, if the acquisition unit 710 is the processor 151 in the computing platform, the processor 151 may determine the requested torque value based on the current accelerator pedal opening and speed of the vehicle.

[0241] For another example, determination unit 720 can be the computing platform in Figure 1 or a processing circuit, processor, or controller within the computing platform. For example, if determination unit 720 is processor 152 within the computing platform, processor 152 can obtain the vehicle's wheel acceleration and overall vehicle acceleration from the ESC, and thereby determine the first intervention torque value based on the wheel acceleration and overall vehicle acceleration. Alternatively, processor 152 can obtain wheel information from the ESC, and thereby determine the wheel speed fluctuation frequency based on the wheel information. The second intervention torque value can thereby be determined based on the wheel speed fluctuation frequency. Alternatively, processor 152 can obtain the vehicle's current speed and wheel speed information from the ESC, and thereby determine the vehicle-to-vehicle slip ratio based on the vehicle speed and wheel speed ratio. The correction coefficient or fifth intervention torque value can thereby be determined based on the slip ratio.

[0242] As another example, the functions implemented by the control unit 730 described above can be implemented by the computing platform in Figure 1 or a processing circuit, processor, or controller within the computing platform. For example, if the control unit 730 is processor 153 within the computing platform, processor 153 can obtain the requested torque value from processor 151 and the first intervention torque value from processor 152, thereby controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value. For example, processor 153 can output the difference between the requested torque value and the first intervention torque value to the motor, so that the motor can perform energy recovery based on the difference.

[0243] The functions implemented by the above-mentioned acquisition unit 710, the functions implemented by the determination unit 720, and the functions implemented by the control unit 730 can be implemented by different processors respectively, or some functions can be implemented by the same processor, or all functions can be implemented by the same processor. The embodiments of the present application do not limit this.

[0244] It should be understood that the division of the various units in the above device is merely a division of logical functions. In actual implementation, they may be fully or partially integrated into a single physical entity, or they may be physically separated. Furthermore, the units in the device may be implemented in the form of a processor calling software; for example, the device includes a processor connected to a memory storing instructions, and the processor calls the instructions stored in the memory to implement any of the above methods or the functions of the various units in the device, where the processor is, for example, a general-purpose processor such as a CPU or a microprocessor, and the memory is a memory within the device or a memory external to the device. Alternatively, the units in the device may be implemented in the form of hardware circuits, and the functions of some or all of the units may be implemented through the design of the hardware circuits. The hardware circuits may be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above units may be implemented through the design of the logical relationships between the components within the circuits. In another implementation, the hardware circuit may be implemented using a PLD, such as an FPGA, which may include a large number of logic gate circuits, and the connections between the logic gate circuits may be configured using a configuration file to implement the functions of some or all of the above units. All units of the above apparatus may be implemented entirely in the form of software called by a processor, or entirely in the form of hardware circuits, or partially in the form of software called by a processor and the rest in the form of hardware circuits.

[0245] In an embodiment of the present application, a processor is a circuit with the ability to process signals. In one implementation, the processor may be a circuit with the ability to read and execute instructions, such as a CPU, a microprocessor, a GPU, or a DSP. In another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit may be fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the configuration of the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, DPU, etc.

[0246] It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0247] In addition, the various units in the above apparatus may be fully or partially integrated together, or may be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the various units of the apparatus. The at least one processor may be of different types, such as a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0248] An embodiment of the present application also provides a device, which includes a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit so that the device executes the method or steps performed by the above embodiment.

[0249] Optionally, if the device is located in a vehicle, the processing unit may be the processors 151 - 15n shown in FIG. 1 .

[0250] An embodiment of the present application also provides a vehicle, which may include the above-mentioned device 600, device 700 or device 800.

[0251] An embodiment of the present application further provides a computer program product, which includes: computer program code, which enables the computer to execute the above method when the computer program code is run on a computer.

[0252] An embodiment of the present application further provides a computer-readable medium, wherein the computer-readable medium stores a program code. When the computer program code is run on a computer, the computer executes the above method.

[0253] During implementation, each step of the above method can be completed by an integrated logic circuit of the hardware in the processor or by instructions in the form of software. The method disclosed in conjunction with the embodiments of the present application can be directly embodied as being executed by a hardware processor, or can be executed by a combination of hardware and software modules in the processor. The software module can be located in a storage medium mature in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or a power-on erasable programmable memory, a register, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware. To avoid repetition, it will not be described in detail here.

[0254] It should be understood that in the embodiment of the present application, the memory may include a read-only memory and a random access memory, and provide instructions and data to the processor.

[0255] It should also be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0256] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0257] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0258] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0259] The units described as separate components may or may not be physically separate, and 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 network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0260] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0261] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0262] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be covered and fall within the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A torque adjustment method, characterized in that: include: Get the requested torque value; determining a first intervention torque value according to the wheel acceleration and the entire vehicle acceleration of the vehicle; The vehicle is controlled to perform energy recovery according to the requested torque value and the first intervention torque value.

2. The method according to claim 1, characterized in that The method further comprises: Get the road surface type; determining a second intervention torque value according to the road surface type; The step of controlling the vehicle to perform energy recovery according to the requested torque value and the first intervention torque value includes: The vehicle is controlled to perform energy recovery according to the requested torque value, the first intervention torque value, and the second intervention torque value.

3. The method according to claim 2, characterized in that The obtaining of the road surface type includes: Obtaining a wheel speed fluctuation frequency of the vehicle; The road surface type is determined according to the wheel speed fluctuation frequency.

4. The method according to claim 2 or 3, characterized in that The controlling the vehicle to perform energy recovery according to the requested torque value, the first intervention torque value, and the second intervention torque value includes: determining a third intervention torque value according to the first intervention torque value and the second intervention torque value; The vehicle is controlled to perform energy recovery according to the requested torque value and the third intervention torque value.

5. The method according to claim 4, characterized in that The determining of a third intervention torque value according to the first intervention torque value and the second intervention torque value includes: A lowest torque value between the first intervention torque value and the second intervention torque value is determined as the third intervention torque value.

6. The method according to claim 4 or 5, characterized in that The method further comprises: obtaining a slip ratio of the vehicle; determining a correction coefficient according to the slip ratio; The step of controlling the vehicle to perform energy recovery according to the requested torque value and the third intervention torque value includes: determining a fourth intervention torque value according to the third intervention torque value and the correction coefficient; The vehicle is controlled to perform energy recovery according to the requested torque value and the fourth intervention torque value.

7. The method according to claim 1, characterized in that The method further comprises: obtaining a slip ratio of the vehicle; determining a correction coefficient according to the slip ratio; The step of controlling the vehicle to perform energy recovery according to the requested torque value and the first intervention torque value includes: determining a fifth intervention torque value according to the first intervention torque value and the correction coefficient; The vehicle is controlled to perform energy recovery according to the requested torque value and the fifth intervention torque value.

8. The method according to any one of claims 1 to 7, characterized in that The method further comprises: When the number of torque interventions when controlling the vehicle to perform energy recovery is greater than or equal to a preset number, controlling the vehicle to perform energy recovery according to a historical torque intervention value; or When a duration of torque intervention when controlling the vehicle to perform energy recovery is greater than or equal to a preset duration, the vehicle is controlled to perform energy recovery according to a historical torque intervention value.

9. The method according to any one of claims 1 to 8, characterized in that The method further comprises: When controlling the vehicle to perform energy recovery, the braking torque of the vehicle's braking system is increased, and / or a wind resistance enhancement device is activated.

10. The method according to any one of claims 1 to 9, characterized in that The obtaining of the requested torque value includes: The requested torque value is determined based on at least one of a vehicle speed of the vehicle, an opening degree of an accelerator pedal of the vehicle, and an opening degree of a brake pedal of the vehicle.

11. A torque adjustment device, characterized in that: include: An acquiring unit, used for acquiring a requested torque value; a determination unit, configured to determine a first intervention torque value according to the wheel acceleration and the entire vehicle acceleration of the vehicle; A control unit is configured to control the vehicle to perform energy recovery according to the requested torque value and the first intervention torque value.

12. The device according to claim 11, characterized in that The acquisition unit is further used to acquire the road surface type; The determining unit is further configured to determine a second intervention torque value according to the road surface type; Wherein, the control unit is used to: The vehicle is controlled to perform energy recovery according to the requested torque value, the first intervention torque value, and the second intervention torque value.

13. The device according to claim 12, characterized in that The acquisition unit is further configured to: Obtaining a wheel speed fluctuation frequency of the vehicle; The road surface type is determined according to the wheel speed fluctuation frequency.

14. The device according to claim 12 or 13, characterized in that The determining unit is configured to determine a third intervention torque value according to the first intervention torque value and the second intervention torque value; The control unit is configured to control the vehicle to perform energy recovery according to the requested torque value and the third intervention torque value.

15. The device according to claim 14, characterized in that The determining unit is configured to determine a lowest torque value between the first intervention torque value and the second intervention torque value as the third intervention torque value.

16. The device according to claim 14 or 15, characterized in that The acquisition unit is further configured to acquire a slip ratio of the vehicle; The determining unit is further configured to determine a correction coefficient according to the slip ratio; Wherein, the control unit is configured to: determine a fourth intervention torque value according to the third intervention torque value and the correction coefficient; The vehicle is controlled to perform energy recovery according to the requested torque value and the fourth intervention torque value.

17. The device according to claim 11, characterized in that The acquisition unit is further configured to acquire a slip ratio of the vehicle; The determining unit is further configured to determine a correction coefficient according to the slip ratio; Wherein, the control unit is configured to: determine a fifth intervention torque value according to the first intervention torque value and the correction coefficient; The vehicle is controlled to perform energy recovery according to the requested torque value and the fifth intervention torque value.

18. The device according to any one of claims 11 to 17, characterized in that The control unit is further configured to control the vehicle to perform energy recovery based on a historical torque intervention value when the number of torque interventions when controlling the vehicle to perform energy recovery is greater than or equal to a preset number; or When a duration of torque intervention when controlling the vehicle to perform energy recovery is greater than or equal to a preset duration, the vehicle is controlled to perform energy recovery according to a historical torque intervention value.

19. The device according to any one of claims 11 to 18, characterized in that The control unit is further configured to increase the braking torque of the vehicle's braking system and / or activate a wind resistance enhancement device when controlling the vehicle to perform energy recovery.

20. The device according to any one of claims 11 to 19, characterized in that The acquisition unit is configured to: The requested torque value is determined based on at least one of a vehicle speed of the vehicle, an opening degree of an accelerator pedal of the vehicle, and an opening degree of a brake pedal of the vehicle.

21. A device, characterized in that The device comprises: memory for storing computer programs; A processor, configured to execute the computer program stored in the memory, so that the apparatus performs the method according to any one of claims 1 to 10.

22. A vehicle, characterized in that: Comprising the apparatus of any one of claims 11 to 21.

23. A computer-readable storage medium, characterized in that A computer program is stored thereon, and when the computer program is executed by a computer, the method according to any one of claims 1 to 10 is implemented.

24. A chip, characterized in that: The chip includes a processor and a data interface, and the processor reads instructions stored in a memory through the data interface to execute the method according to any one of claims 1 to 10.

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