Torque regulation method, device and vehicle

Abstract

The embodiment of the application provides a torque adjusting method, device and vehicle, the method comprises the following steps: obtaining a request torque value; determining a first intervention torque value according to wheel acceleration and vehicle acceleration of the vehicle; controlling the vehicle to carry out energy recovery according to the request torque value and the first intervention torque value. The embodiment of the application can be applied to intelligent vehicles or electric vehicles, and the torque intervention in the energy recovery process can help to avoid the expansion of the slip rate of the wheels; meanwhile, the vehicle can always be kept in the energy recovery state, which helps to improve the driving experience of the user.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the field of intelligent driving, and more particularly, to a torque adjustment method and device and vehicle. BACKGROUND

[0002] When the vehicle is on a non-normal paved road in an energy recovery state, the driving wheel can be in a state of disengaging from the ground or slipping. At this time, the driving wheel is subjected to a recovery torque, which can cause the wheel speed and speed deviation to expand, causing the slip ratio to break through a certain threshold, thereby triggering the antilock brake system (ABS) or dynamic tractive control (DTC). When the ABS or DTC is triggered, the vehicle will exit the energy recovery state, causing the driver to be unable to use energy recovery for a period of time, thereby causing the user's experience to be poor. SUMMARY

[0003] Embodiments of the present application provide a torque adjustment method, device and vehicle. The torque intervention is used to control the vehicle to perform energy recovery, which helps to avoid the expansion of the slip ratio of the wheel, thereby reducing the probability of triggering the ABS or DTC. At the same time, the vehicle can also remain in the energy recovery state, which helps to improve the user's driving experience.

[0004] The vehicle in the present application is a vehicle in a broad sense, which can be a traffic tool (such as a commercial vehicle, a passenger vehicle, a motorcycle, a flying vehicle, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), an agricultural device (such as a mower, a harvester, etc.), a recreational device, a toy vehicle, etc. The type of the vehicle is not limited in the embodiments of the present application.

[0005] In a first aspect, a torque adjustment method is provided. The method comprises: obtaining a request torque value; determining a first intervention torque value according to the wheel acceleration and the 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.

[0006] In the embodiments of the present application, the request torque and the intervention torque determined by the wheel acceleration and the vehicle acceleration are used to control the vehicle to perform energy recovery, which helps to avoid the expansion of the slip ratio of the wheel, thereby reducing the probability of triggering the ABS or DTC. At the same time, the vehicle can also remain in the energy recovery state, which helps to improve the user's driving experience.

[0007] In some possible implementation manners, the obtaining of the request torque value comprises: obtaining the request torque value when the vehicle is in an energy recovery state.

[0008] In some possible implementation manners, the first intervention torque value is determined according to the wheel acceleration and the vehicle acceleration of the vehicle, including: the first intervention torque value is determined according to a difference between the wheel acceleration and the vehicle acceleration of the vehicle.

[0009] In the embodiments of the present application, the wheel state can be obtained through the difference between the wheel acceleration and the vehicle acceleration, so that whether the slip rate of the vehicle has a trend of continuing to expand can be determined.

[0010] In some possible implementation manners, the vehicle stores a mapping relationship between the difference between the wheel acceleration and the vehicle acceleration and the intervention torque value.

[0011] In some possible implementation manners, the difference between the wheel acceleration and the vehicle acceleration and the intervention torque value are in a functional relationship.

[0012] In some possible implementation manners, the energy recovery of the vehicle is controlled according to the request torque value and the first intervention torque value, including: the energy recovery of the vehicle is controlled according to a difference between the request torque value and the first intervention torque value.

[0013] With reference to the first aspect, in some implementation manners of the first aspect, the method further includes: obtaining a road surface type; determining a second intervention torque value according to the road surface type; and wherein the energy recovery of the vehicle is controlled according to the request torque value and the first intervention torque value, including: the energy recovery of the vehicle is controlled according to the request torque value, the first intervention torque value and the second intervention torque value.

[0014] In the embodiments of the present application, the vehicle can perform torque intervention according to the road surface type, so that the slip rate of the wheel can be avoided from expanding, and the probability of triggering ABS or DTC can be reduced; meanwhile, the vehicle can always be kept in an energy recovery state, which is helpful to improve the driving experience of the user.

[0015] The road surface type can be a type of a road surface currently located by the vehicle.

[0016] In some possible implementation manners, the vehicle stores a mapping relationship between the road surface type and the intervention torque value.

[0017] In some possible implementation manners, the road surface type is obtained according to data collected by a sensor outside a cabin of the vehicle.

[0018] In some possible implementation manners, the road surface type is obtained according to map information.

[0019] In some possible implementation manners, the method further includes: obtaining a wheel speed fluctuation frequency of the vehicle; and determining the second intervention torque value according to the wheel speed fluctuation frequency.

[0020] In the embodiments of the present application, the wheel speed fluctuation frequency is different when the vehicle travels on the normally-paved road surface and the non-normally-paved road surface. The wheel speed fluctuation frequency can also be considered when the torque intervention is performed. Thus, the wheel speed fluctuation frequency is used to identify the road surface on which the vehicle currently travels, i.e., the normally-paved road surface or the non-normally-paved road surface. In this way, the wheel speed fluctuation is suppressed by the torque intervention, so that the slip rate of the wheel is prevented from being enlarged, and the probability of triggering the ABS or the DTC is reduced. Meanwhile, the vehicle can always be kept in the energy recovery state, which helps to improve the user's driving experience.

[0021] In some possible implementation manners, the vehicle stores a mapping relationship between the wheel speed fluctuation frequency, the road surface type and the intervention torque value.

[0022] In some possible implementation manners, the method further includes: obtaining a wheel speed fluctuation frequency of the vehicle; and determining the second intervention torque value according to the wheel speed fluctuation frequency.

[0023] The torque intervention can also be understood as that the absolute value of the torque value output by the vehicle to the motor during the energy recovery is less than the absolute value of the requested torque value determined according to the current driving parameter (for example, one or more of the opening degree of the accelerator pedal, the opening degree of the brake pedal and the vehicle speed) of the vehicle.

[0024] In some possible implementation manners, the vehicle stores a mapping relationship between the wheel speed fluctuation frequency and the intervention torque value.

[0025] In some possible implementation manners, the wheel speed fluctuation frequency and the intervention torque value are in a functional relationship.

[0026] In some possible implementation manners, the determining the second intervention torque value according to the wheel speed fluctuation frequency includes: determining the type of the road surface on which the vehicle currently travels according to the wheel speed fluctuation frequency; and determining the second intervention torque value according to the type of the road surface on which the vehicle currently travels.

[0027] In some possible implementation manners, the vehicle stores a mapping relationship between the type of the road surface and the intervention torque value.

[0028] In some possible implementation manners, the controlling the vehicle to perform the 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; and controlling the vehicle to perform the energy recovery according to the requested torque value and the third intervention torque value.

[0029] In the embodiments of the present application, the vehicle can determine the third intervention torque value according to the first intervention torque value and the second intervention torque value, and then control the vehicle to perform energy recovery according to the request torque value and the third intervention torque value. In this way, the slip rate of the wheel can be prevented from expanding, and the probability of triggering ABS or DTC can be reduced; at the same time, the vehicle can always remain in the energy recovery state, which helps to improve the user's driving experience.

[0030] In combination with the first aspect, in some implementations of the first aspect, the determining the third intervention torque value according to the first intervention torque value and the second intervention torque value comprises: determining the lower torque value between the first intervention torque value and the second intervention torque value as the third intervention torque value.

[0031] In the embodiments of the present application, the lower 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 triggering ABS or DTC due to the expansion of the slip rate of the wheel, the efficiency of the vehicle performing energy recovery can also be improved.

[0032] In combination with the first aspect, in some implementations of the first aspect, the method further comprises: obtaining a slip rate of the vehicle; determining a correction coefficient according to the slip rate; and wherein the controlling the vehicle to perform energy recovery according to the request torque value and the third intervention torque value comprises: determining a fourth intervention torque value according to the third intervention torque value and the correction coefficient; and controlling the vehicle to perform energy recovery according to the request torque value and the fourth intervention torque value.

[0033] In the embodiments of the present application, the slip rate of the vehicle can also be considered when performing torque intervention. The correction coefficient calculated by the slip rate is used to correct the third intervention torque value. In this way, by comprehensively considering the wheel acceleration, the vehicle acceleration, the wheel speed fluctuation frequency, and the slip rate and other factors for torque intervention, the slip rate of the wheel can be prevented from expanding, and the probability of triggering ABS or DTC can be reduced; at the same time, the vehicle can always remain in the energy recovery state, which helps to improve the user's driving experience.

[0034] In some possible implementations, the greater the slip rate, the greater the correction coefficient.

[0035] In some possible implementations, the vehicle stores a mapping relationship between the slip rate and the correction coefficient.

[0036] In some possible implementations, the slip rate and the correction coefficient are in a functional relationship.

[0037] With reference to the first aspect, in some implementations of the first aspect, the method further includes: obtaining a slip ratio of the vehicle; determining a correction coefficient according to the slip ratio; and wherein the controlling the vehicle to perform energy recovery according to the request 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; and controlling the vehicle to perform energy recovery according to the request torque value and the fifth intervention torque value.

[0038] In the embodiments of the present application, the slip ratio of the vehicle can also be considered when the torque intervention is performed. The correction coefficient calculated by the slip ratio is used to correct the first intervention torque value. In this way, the torque intervention is performed by comprehensively considering the wheel acceleration, the vehicle acceleration and the slip ratio, which can avoid the expansion of the slip ratio of the wheel and reduce the probability of triggering the ABS or the DTC. At the same time, the vehicle can always be kept in the energy recovery state, which is helpful to improve the driving experience of the user.

[0039] With reference to the first aspect, in some implementations of the first aspect, the method further includes: when the number of times of torque intervention when the vehicle is controlled to perform energy recovery is greater than or equal to a preset number of times, controlling the vehicle to perform energy recovery according to a historical torque intervention value; or when the time length of torque intervention when the vehicle is controlled to perform energy recovery is greater than or equal to a preset time length, controlling the vehicle to perform energy recovery according to the historical torque intervention value.

[0040] In the embodiments of the present application, when the number of times or the time length of torque intervention when the vehicle is controlled to perform energy recovery meets the condition, the vehicle can be controlled to perform energy recovery according to the historical torque intervention value. In this way, the calculation resources of the vehicle can be saved, and the probability of triggering the ABS or the DTC in the subsequent driving process of the vehicle can be reduced.

[0041] With reference to the first aspect, in some implementations of the first aspect, the method further includes: when the vehicle is controlled to perform energy recovery, increasing the brake torque of the brake system of the vehicle and / or starting a wind resistance boosting device.

[0042] In the embodiments of the present application, the brake torque of the brake system of the vehicle and / or the wind resistance boosting device can be started when the torque intervention is performed, which is helpful to avoid the increase of the braking distance of the vehicle caused by the continuous torque intervention and improve the safety of the vehicle. At the same time, the feeling of forward surge of the user caused by the torque intervention can be avoided, which is helpful to improve the driving experience of the user.

[0043] With reference to the first aspect, in some implementations of the first aspect, the obtaining the request torque value includes: determining the request torque value according to at least one of the vehicle speed of the vehicle, the opening degree of the accelerator pedal of the vehicle and the opening degree of the brake pedal of the vehicle.

[0044] In a second aspect, a torque adjusting device is provided, comprising: an obtaining unit configured to obtain a requested torque value; a determining unit configured to determine a first intervention torque value according to a wheel acceleration and a vehicle acceleration of the vehicle; and a control unit configured to control the vehicle to perform energy recovery according to the requested torque value and the first intervention torque value.

[0045] With reference to the second aspect, in some implementations of the second aspect, the obtaining unit is further configured to obtain a road surface type; the determining unit is further configured to determine a second intervention torque value according to the road surface type; and the control unit is configured to control the vehicle to perform energy recovery according to the requested torque value, the first intervention torque value and the second intervention torque value.

[0046] With reference to the second aspect, in some implementations of the second aspect, the obtaining unit is further configured to obtain a wheel speed fluctuation frequency of the vehicle; and the determining unit is further configured to determine the road surface type according to the wheel speed fluctuation frequency.

[0047] With reference to the second aspect, in some implementations of the second aspect, 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; and 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.

[0048] With reference to the second aspect, in some implementations of the second aspect, the determining unit is configured to determine the third intervention torque value as a lower one of the first intervention torque value and the second intervention torque value.

[0049] With reference to the second aspect, in some implementations of the second aspect, the obtaining unit is further configured to obtain a slip ratio of the vehicle; the determining unit is further configured to determine a correction coefficient according to the slip ratio; the control unit is configured to determine a fourth intervention torque value according to the third intervention torque value and the correction coefficient; and the control unit is configured to control the vehicle to perform energy recovery according to the requested torque value and the fourth intervention torque value.

[0050] With reference to the second aspect, in some implementations of the second aspect, the obtaining unit is further configured to obtain a slip ratio of the vehicle; the determining unit is further configured to determine a correction coefficient according to the slip ratio; the control unit is configured to determine a fifth intervention torque value according to the first intervention torque value and the correction coefficient; and the control unit is configured to control the vehicle to perform energy recovery according to the requested torque value and the fifth intervention torque value.

[0051] In some implementations of the second aspect, in conjunction with the second aspect, the control unit is further configured to, when the number of torque interventions in controlling the vehicle to perform energy recovery is greater than or equal to a preset number, control the vehicle to perform energy recovery according to the historical torque intervention value; or, when the duration of torque intervention in controlling the vehicle to perform energy recovery is greater than or equal to a preset duration, control the vehicle to perform energy recovery according to the historical torque intervention value.

[0052] In some implementations of the second aspect, in conjunction with the second aspect, the control unit is further configured to, in controlling the vehicle to perform energy recovery, increase the braking torque of the braking system of the vehicle, and / or start a wind resistance boosting device.

[0053] In some implementations of the second aspect, in conjunction with the second aspect, the acquisition unit 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.

[0054] A third aspect provides a torque adjustment device, which includes a processing unit and a storage unit, wherein the storage unit is configured to store instructions, and the processing unit is configured to execute the instructions stored in the storage unit, so that the device executes any possible method in the first aspect.

[0055] A fourth aspect provides a torque adjustment system, which includes a motor and the torque adjustment device in any of the second aspect or the third aspect.

[0056] A fifth aspect provides a vehicle, which includes the torque adjustment device in any of the second aspect or the third aspect, or includes the torque adjustment system in the fourth aspect.

[0057] A sixth aspect provides a computer program product, which includes computer program code, and when the computer program code is executed on a computer, the computer executes any possible method in the first aspect.

[0058] It should be noted that the computer program code can be stored on a first storage medium in whole or in part, wherein the first storage medium can be packaged together with the processor or packaged separately from the processor, and the embodiments of the present application do not make a specific limitation in this regard.

[0059] A seventh aspect provides a computer readable medium, which stores program code, and when the computer program code is executed on a computer, the computer executes any possible method in the first aspect.

[0060] In an eighth aspect, the embodiments of the present application provide a chip system, which comprises a processor, configured to invoke a computer program or computer instructions stored in a memory, so that the processor executes any possible method in the first aspect.

[0061] With reference to the eighth aspect, in a possible implementation, the processor is coupled with the memory through an interface.

[0062] With reference to the eighth aspect, in a possible implementation, the chip system further comprises the memory, and the memory stores the computer program or computer instructions. BRIEF DESCRIPTION OF DRAWINGS

[0063] Figure 1 is a functional block diagram of a vehicle provided by the embodiments of the present application.

[0064] Figure 2 is a schematic flow chart of a torque adjustment method provided by the embodiments of the present application.

[0065] Figure 3 is a set of graphical user interfaces (GUIs) provided by the embodiments of the present application.

[0066] Figure 4 is another schematic flow chart of a torque adjustment method provided by the embodiments of the present application.

[0067] Figure 5 is another schematic flow chart of a torque adjustment method provided by the embodiments of the present application.

[0068] Figure 6 is another schematic flow chart of a torque adjustment method provided by the embodiments of the present application.

[0069] Figure 7 is a schematic block diagram of a torque adjustment device provided by the embodiments of the present application. DETAILED DESCRIPTION

[0070] 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 the present text only means a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone.

[0071] The prefix words such as "first", "second" in the embodiments of the present application are only used 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 ordinal words such as "first" in the embodiments of the present application does not constitute a limitation on the described objects, and the description of the described objects should be referred to the description of the context in the claims or embodiments, and should not constitute redundant limitation because of the use of such prefix words. In addition, in the description of the embodiments, unless otherwise stated, the meaning of "multiple" is two or more than two.

[0072] As described previously, when the vehicle is in the energy recovery state and passes through the non-normal paved road, the driving wheel can be in the state of disengaging from the ground or slipping. At this time, the driving wheel is subjected to the recovery torque, which can cause the wheel speed and speed deviation to expand, causing the slip rate to break through a certain threshold, thereby triggering the ABS or DTC. When the ABS or DTC is triggered, the vehicle will exit the energy recovery state, causing the driver to be unable to use the energy recovery for a period of time, thereby causing the user's experience to be poor.

[0073] The embodiments of the present application provide a torque adjusting method and device and a vehicle, which controls the vehicle to perform energy recovery by performing torque intervention, helps to avoid the expansion of the slip rate of the wheel, thereby reducing the probability of triggering the ABS or DTC; at the same time, the vehicle can also be kept in the energy recovery state at all times, which helps to improve the user's driving experience. The technical solutions in the embodiments of the present application will be described below with reference to the drawings.

[0074] Figure 1 is a functional block diagram of a vehicle 100 provided by the embodiments of the present application. The vehicle 100 can include a perception system 120, a display device 130 and a computing platform 150, wherein the perception system 120 can include one or more sensors that sense information about the environment around the vehicle 100. For example, the perception system 120 can include a positioning system, which can be a global positioning system (GPS), a Beidou system or other positioning system. The perception system 120 can 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.

[0075] Some or all functions of the vehicle 100 can be controlled by the computing platform 150. The computing platform 150 can include one or more processors, such as processors 151 through 15n (n is a positive integer), which are circuits with the capability of processing signals. In one implementation, the processors can be circuits with the capability 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 kind of microprocessor), or a digital signal processor (DSP), etc. In another implementation, the processors can be circuits with the capability of implementing certain functions through logical relationships of hardware circuits, which are fixed or reconfigurable, such as an application-specific integrated circuit (ASIC) or a programmable logic device (PLD) implemented hardware circuit, such as a field programmable gate array (FPGA). In the reconfigurable hardware circuit, the processor loads a configuration document to implement the hardware circuit configuration, which can be understood as the process of the processor loading instructions to implement the functions of some or all of the units described above. In addition, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as a kind of 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 can also include a memory for storing instructions, and some or all of the processors 151 through 15n can call the instructions in the memory to implement corresponding functions.

[0076] The display device 130 in the cabin is mainly divided into two categories, the first category is a vehicle display screen, and the second category is a projection display screen, such as a HUD. The vehicle display screen is a physical display screen and is an important part of the in-vehicle infotainment system. Multiple display screens can be provided in the cabin, such as a digital instrument display screen, a central control screen, a display screen in front of a passenger (also referred to as a front passenger) at a co-driver position, a display screen in front of a left rear passenger, and a display screen in front of a right rear passenger, or even a vehicle window can be used as a display screen for display. The head-up display, also known as the head-up display system. It is mainly used to display driving information such as speed and navigation on a display device (such as a windshield) in front of the driver. To reduce the driver's visual transfer time and avoid pupil changes caused by the driver's visual transfer, improve driving safety and comfort. The HUD includes, for example, a combined head-up display (combiner-HUD, C-HUD) system, a windshield head-up display (windshield-HUD, W-HUD) system, and an augmented reality head-up display system (augmented reality HUD, AR-HUD). Other types of systems can also appear as technology evolves, and the present application does not limit them.

[0077] Figure 2 A schematic flowchart of a torque adjustment method 200 provided by an embodiment of the present application is shown. 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 composed of a VCU and an electronic stability control (ESC) system, or the method 200 can also be executed by a system composed of a VCU and an MCU. As shown in the figure, the method 200 includes the following steps.

[0078] S210, obtaining a requested torque value. Figure 2

[0079] S210, obtaining 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 an energy recovery state can be understood as the drive motor of the vehicle being in a power generation state, or the drive motor being in a state of 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 have the energy recovery function turned on by default. Upon detecting an operation of a user turning off the energy recovery function through a control on a vehicle display screen, the vehicle can turn off the energy recovery function. After the energy recovery function is turned off, the vehicle is in a non-energy recovery state.

[0083] For another example, a button for the energy recovery function can be included on a steering wheel of the vehicle. Upon detecting an operation of a user long-pressing the button, the vehicle can be in the energy recovery state.

[0084] In one embodiment, the obtaining the requested torque value comprises: determining the requested torque value according to 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.

[0085] For example, the vehicle can determine the current energy recovery requested torque value according to a current opening degree of the accelerator pedal and a current vehicle speed.

[0086] Optionally, a mapping relationship between the opening degree of the accelerator pedal, the vehicle speed, and the energy recovery requested torque value can be stored in the vehicle. The vehicle can determine the requested torque value according to the current opening degree of the accelerator pedal, the current vehicle speed, and the mapping relationship.

[0087] S220, determining a first intervention torque value according to the wheel acceleration of the vehicle and the vehicle acceleration.

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

[0089] In one embodiment, the determining the first intervention torque value according to the wheel acceleration of the vehicle and the vehicle acceleration comprises: determining the first intervention torque value according to a difference between the wheel acceleration of the vehicle and the vehicle acceleration and a mapping relationship between the difference between the wheel acceleration of the vehicle and the vehicle acceleration and the intervention torque value.

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

[0091] Table 1

[0092]

[0093]

[0094] For example, if the difference between the wheel acceleration and the vehicle acceleration is 1.5 m / s2, it can be determined that the first intervention torque value is the request torque value multiplied by 10%. If the request torque value is 1000 N·m, then 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 is only illustrative, and embodiments of the present application do not make specific limitations thereto.

[0096] In one embodiment, the difference between the wheel acceleration and the vehicle acceleration and the intervention torque value can also be a functional relationship. The vehicle can determine the first intervention torque value according to the difference between the wheel acceleration and the vehicle acceleration and the functional relationship.

[0097] S230, controlling the vehicle to perform energy recovery according to the request torque value and the first intervention torque value.

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

[0099] For example, the VCU determines that the request torque value is 1000 N·m according to the current opening of the accelerator pedal and the current speed of the vehicle. The VCU determines that the first intervention torque value is 100 N·m according to the wheel acceleration and the vehicle acceleration. Then the VCU can output the difference (900 N·m) between the request torque value and the first intervention torque value to the motor for energy recovery. The motor can perform energy recovery according to the difference.

[0100] In embodiments of the present application, torque intervention performed by the vehicle in the 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 being less than the absolute value of the request torque value determined according to the current driving parameter (for example, one or more of the opening of the accelerator pedal, the opening of the brake pedal, and the speed) of the vehicle.

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

[0104] Table 2

[0105] Wheel speed fluctuation frequency Intervention torque value [10 Hz, 14 Hz) 0 [6 Hz, 10 Hz) Request torque value x 20% [2 Hz, 6 Hz) Request torque value x 30% [0, 2 Hz] Request torque value x 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 according to the mapping relationship shown in Table 2 as the requested torque value multiplied by 20%. For example, when the requested torque value is 1000 N·m, the second intervention torque value is 200 N·m.

[0107] The mapping relationship between the wheel speed fluctuation frequency and the intervention torque value shown in Table 2 is only illustrative, and embodiments of the present application are not limited in this regard.

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

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

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

[0111] Table 3

[0112] Wheel speed fluctuation frequency Type of road surface Intervention torque value [10 Hz, 14 Hz) Normally paved road surface 0 [7 Hz, 8 Hz) Bumpy road surface Request torque value x 20% [4 Hz, 6 Hz) Wet and slippery road surface Request torque value x 30% … … …

[0113] For example, when the current wheel speed fluctuation frequency of the vehicle is 7.5 Hz, the vehicle can be determined to be currently located on a bumpy road according to the mapping relationship shown in Table 3. Further, the second intervention torque value can be determined according to the mapping relationship shown in Table 3 as the requested torque value multiplied by 20%. For example, when 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 type of road, and the intervention torque value shown in Table 3 is only illustrative, and embodiments of the present application are not limited in this regard.

[0115] The above describes a process of determining the type of road through the wheel speed fluctuation frequency, and then determining the intervention torque value through the type of road, and embodiments of the present application are not limited in this regard. For example, the type of road can also be determined according to data collected by a sensor (for example, a camera) outside the vehicle cabin, and then the intervention torque value can be determined according to the type of road. In one embodiment, the type of road can also be obtained according to map information, and then the intervention torque value can be determined according to the type of road.

[0116] In one embodiment, 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 comprises: determining a third intervention torque value according to the first intervention torque value and the second intervention torque value; and controlling the vehicle to perform energy recovery according to 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] For example, 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 weighted average of the first intervention torque value and the second intervention torque value.

[0120] For example, the formula for determining the third intervention torque value according to the first intervention torque value and the second intervention torque value can be:

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

[0122] Wherein, 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, 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. Thus, the third intervention torque value is 140 N·m.

[0124] In one embodiment, the determining the third intervention torque value according to the first intervention torque value and the second intervention torque value comprises: determining the lower torque value between the first intervention torque value and the second intervention torque value as the third intervention torque value.

[0125] For example, 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 comprises: obtaining a slip rate of the vehicle; determining a correction coefficient according to the slip rate; wherein the controlling the vehicle to perform energy recovery according to the requested torque value and the third intervention torque value comprises: determining a fourth intervention torque value according to the third intervention torque value and the correction coefficient; and controlling the vehicle to perform energy recovery according to the requested torque value and the fourth intervention torque value.

[0127] In one embodiment, the correction coefficient is determined according to the slip ratio, including: 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 a slip ratio and a correction coefficient.

[0129] Table 4

[0130] Slip rate 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 as 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 only illustrative, and embodiments of the present application are not limited in this regard.

[0133] In one embodiment, the mapping relationship between the slip ratio and the correction coefficient can also be 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, 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, the vehicle is controlled to perform energy recovery according to the request torque value and the fourth intervention torque value, including: controlling the vehicle to perform energy recovery according to a difference between the request torque value and the fourth intervention torque value.

[0136] For example, the VCU determines that the request torque value is 1000 N·m according to the current opening of the accelerator pedal and the current vehicle speed. The VCU determines that the first intervention torque value is 100 N·m according to the wheel acceleration and the vehicle acceleration. The VCU determines that the second intervention torque value is 200 N·m according to the wheel speed fluctuation frequency. The third intervention torque value can 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 according to the current slip ratio of the vehicle. The VCU can determine the fourth intervention torque value (e.g., 110 N·m) according to the correction coefficient and the third intervention torque value. Then the VCU can output the difference (890 N·m) between the request torque value and the fourth intervention torque value to the motor for energy recovery. The motor can perform energy recovery according to the difference. In one embodiment, the above method can also be performed by a motor controller or other controller.

[0137] The above is described by taking the correction coefficient determined by the slip rate as an example, and the embodiments of the present application are not limited thereto. For example, the fifth intervention torque value can also be determined according to the current slip rate of the vehicle.

[0138] In one embodiment, the fifth intervention torque value is determined according to the current slip rate of the vehicle, including: 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] For example, Table 5 shows a mapping relationship between the slip rate and the intervention torque value.

[0140] Table 5

[0141] Slip rate Intervention torque value [0，10％) 0 [10％，15％) Request torque value x 30% [15％，20％) Request torque value x 50% … …

[0142] For example, when the current slip rate of the vehicle is 12% and the request torque value is 1000 N·m, the fifth intervention torque value can be determined as 300 N·m according to the mapping relationship shown in Table 5.

[0143] In one embodiment, the vehicle can be controlled to perform energy recovery according to the request torque value, the first intervention torque value, the second intervention torque value and the fifth intervention torque value.

[0144] For example, the VCU determines that the request torque value is 1000 N·m according to the current opening of the accelerator pedal and the current vehicle speed. The VCU determines that the first intervention torque value is 100 N·m according to the wheel acceleration and the vehicle acceleration. The VCU determines that the second intervention torque value is 200 N·m according to the wheel speed fluctuation frequency. The VCU determines that the fifth intervention torque value is 300 N·m according to the current slip rate of the vehicle. Then the VCU can output a difference (800 N·m) between the request torque value and the average (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 perform energy recovery according to the difference.

[0145] Alternatively, the torque output to the motor can also be calculated by weighted average. For example, the weighted coefficient of the first intervention torque value is 0.3, the weighted coefficient of the second intervention torque value is 0.5, and the weighted coefficient of the fifth intervention torque value is 0.2. The VCU can output a difference (810 N·m) between the request torque value and the weighted average (190 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 control the vehicle to perform energy recovery according to the difference.

[0146] The mapping relationship between the slip rate and the intervention torque value shown in Table 5 above is only illustrative, and the embodiments of the present application are not limited thereto.

[0147] In one embodiment, the method 200 further comprises: obtaining a slip ratio of the vehicle; determining a correction coefficient according to the slip ratio; wherein the controlling the vehicle to perform energy recovery according to the requested torque value and the first intervention torque value comprises: determining a fifth intervention torque value according to the first intervention torque value and the correction coefficient; controlling the vehicle to perform energy recovery according to the requested torque value and the fifth intervention torque value.

[0148] The process of determining the correction coefficient according to the slip ratio can refer to the description in the above embodiments, which will not be repeated here.

[0149] For example, the VCU determines the requested torque value to be 1000 N·m according to the current opening of the accelerator pedal and the current speed of the vehicle. The VCU determines the first intervention torque value to be 100 N·m according to the wheel acceleration and the vehicle acceleration. The VCU determines the correction coefficient to be 1.1 according to the current slip ratio of the vehicle. Then the VCU can output the difference (890 N·m) between the requested torque value and the product of the first intervention torque value and the correction coefficient to the motor for energy recovery. The motor can perform energy recovery according to the difference between the requested torque value and the first intervention torque value.

[0150] The above is an example of determining the correction coefficient according to the slip ratio. The embodiments of the present application are not limited thereto. For example, the fifth intervention torque value can also be determined according to the current slip ratio of the vehicle. The vehicle can be controlled to perform energy recovery according to the requested torque value, the first intervention torque value and the fifth intervention torque value.

[0151] For example, the VCU determines the requested torque value to be 1000 N·m according to the current opening of the accelerator pedal and the current speed of the vehicle. The VCU determines the first intervention torque value to be 100 N·m according to the wheel acceleration and the vehicle acceleration. The VCU determines the fifth intervention torque value to be 300 N·m according to the current slip ratio of the vehicle. The average of the first intervention torque value and the fifth intervention torque value is 200 N·m. Then the VCU can output the difference (800 N·m) between the requested torque value and the average to the motor for energy recovery. The motor can perform energy recovery according to the difference between the requested torque value and the average.

[0152] Alternatively, the difference (e.g., 900 N·m) between the requested torque value and the minimum value between the first intervention torque value and the fifth intervention torque value can be output to the motor. The motor can perform energy recovery according to the difference.

[0153] In one embodiment, the method 200 further includes: when the number of times of torque intervention in controlling the vehicle to perform energy recovery is greater than or equal to a preset number of times, controlling the vehicle to perform energy recovery according to the historical torque intervention value; or when the time length of torque intervention in controlling the vehicle to perform energy recovery is greater than or equal to a preset time length, controlling the vehicle to perform energy recovery according to the historical torque intervention value.

[0154] For example, the vehicle is in the energy recovery state and drives on a certain road section, and the number of times of torque intervention is greater than or equal to 3 times, for example, at T 1- For example, at T2, the requested torque value is 1000 N·m and the intervention torque value is 200 N·m, and the motor can perform energy recovery according to the difference between the requested torque value and the intervention torque value (800 N·m); for example, at T2-T3, the requested torque value is 800 N·m and the intervention torque value is 200 N·m, and the motor can perform energy recovery according to the difference between the requested torque value and the intervention torque value (600 N·m); for example, at T3-T4, the requested torque value is 500 N·m and the intervention torque value is 100 N·m, and the motor can perform energy recovery according to the difference between the requested torque value and the intervention torque value (400 N·m). After the vehicle has performed torque intervention for 3 times, the vehicle can use the average value of the torque adopted by the motor in the first 3 times (for example, 600 N·m) to control the vehicle to perform energy recovery at T4.

[0155] For example, the vehicle is in the energy recovery state and drives on a certain road section, and the time length of torque intervention is greater than or equal to 30 seconds (second), and the vehicle can perform energy recovery according to the average value of the torque adopted by the motor in 30 seconds.

[0156] In one embodiment, the historical torque intervention value can further include an intervention torque value determined when driving on other road sections before driving on the first road section. Alternatively, the historical torque intervention value can further include an intervention torque value determined last time when driving on the first road section.

[0157] In the embodiments of the present application, when the number of times of torque intervention or the time length of torque intervention in controlling the vehicle to perform energy recovery meets the condition, the vehicle can be controlled to perform energy recovery according to the historical torque intervention value. In this way, the computing resources of the vehicle can be saved, and the vehicle can also be prevented from triggering ABS or DTC in the subsequent driving process.

[0158] In one embodiment, the method 200 further includes: when controlling the vehicle to perform energy recovery, increasing the brake torque of the brake system of the vehicle and / or starting the wind resistance lifting device.

[0159] For example, the wind resistance lifting device includes but is not limited to a spoiler, a tail wing, etc.

[0160] For example, the braking torque of the braking system of the vehicle is increased, including: supplementing the hydraulic braking torque by the chassis hydraulic braking system.

[0161] In the embodiments of the present application, the braking torque of the braking system of the vehicle can be increased and / or the wind resistance boosting device can be started when the torque intervention is performed, which helps to avoid the braking distance of the vehicle from being lengthened due to continuous torque intervention, and helps to improve the safety of the vehicle. At the same time, the feeling of forward surging of the user can be avoided when the torque intervention is performed, and the driving experience of the user can be improved.

[0162] When the vehicle is controlled to perform energy recovery, the user may feel that the deceleration effect of the vehicle is reduced due to the torque intervention. In the embodiments of the present application, the user can be prompted that the deceleration effect of the vehicle is reduced by means of instrument screen prompt and voice prompt when the torque intervention is performed.

[0163] Figure 3 A set of graphical user interfaces (GUIs) provided by the embodiments of the present application are shown. When the vehicle is in the energy recovery state and the vehicle is performing torque intervention, the prompt information "the vehicle is in the energy recovery state and the vehicle is performing torque intervention, the deceleration effect is reduced, please pay attention to the following distance" is displayed on the instrument screen. At the same time, the user can be prompted by voice "please pay attention to the following distance".

[0164] The above is described by taking the vehicle display screen and voice prompt as an example, and the embodiments of the present application are not limited thereto. For example, the user can also be prompted by means of change of atmosphere lamp color, steering wheel vibration, etc.

[0165] Figure 4 A schematic flowchart of a torque adjustment method 400 provided by the embodiments of the present application is shown. The method 400 can be performed by the vehicle, or the method 400 can also be performed by the above-mentioned computing platform, or the method 400 can also be performed by the SOC in the computing platform, or the method 400 can also be performed by the processor in the computing platform, or the method 400 can also be performed by the VCU, or the method 400 can also be performed by the MCU, or the method 400 can also be performed by the system composed of the VCU and the ESC, or the method 400 can also be performed by the system composed of the VCU and the MCU. As shown in the figure, the method 400 includes: Figure 4

[0166] S410, obtaining a requested torque value.

[0167] In one embodiment, the torque value is obtained, including: obtaining the requested torque value when the vehicle is in the energy recovery state.​

[0168] The process of S410 can refer to the process of S210, which will not be repeated here.

[0169] S420, determining a second intervention torque value according to the wheel speed fluctuation frequency of the vehicle.

[0170] The process of determining the second intervention torque value through the wheel speed fluctuation frequency can refer to the description in the above embodiments, which will not be repeated here.

[0171] In one embodiment, the determining of 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.

[0172] S430, controlling the vehicle to perform energy recovery according to the request torque value and the second intervention torque value.

[0173] In one embodiment, the controlling of the vehicle to perform energy recovery according to the request torque value and the second intervention torque value includes: controlling the vehicle to perform energy recovery according to a difference between the request torque value and the second intervention torque value.

[0174] For example, the VCU determines that the request torque value is 1000 N·m according to the opening of the current accelerator pedal and the current vehicle speed. The VCU determines that the second intervention torque value is 200 N·m according to the current wheel speed fluctuation frequency and the mapping relationship shown in Table 2. Then the VCU can output the difference (800 N·m) between the request torque value and the first intervention torque value to the motor for energy recovery. The motor can perform energy recovery according to the difference between the request torque value and the second intervention torque value.

[0175] In the embodiments of the present application, the wheel speed fluctuation frequencies of the vehicle are different when the vehicle drives on the normally paved road surface and the non-normally paved road surface. The wheel speed fluctuation frequency is also considered when the torque intervention is performed. Thus, the wheel speed fluctuation frequency is used to identify whether the vehicle is currently on the normally paved road surface or the non-normally paved road surface. In this way, the wheel speed fluctuation is suppressed through the torque intervention, which can avoid the expansion of the wheel slip rate and reduce the probability of triggering the ABS or the DTC. At the same time, the vehicle can always remain in the energy recovery state, which is helpful to improve the user's driving experience.

[0176] In one embodiment, the present application provides a torque adjustment method, which includes: obtaining a request torque value; determining a second intervention torque value according to the type of the road surface on which the vehicle is located; and controlling the vehicle to perform energy recovery according to the request torque value and the second intervention torque value.

[0177] In one embodiment, before determining the second intervention torque value, the method further comprises: determining the type of the road surface according to a wheel speed fluctuation frequency of the vehicle; or determining the type of the road surface according to data collected by a sensor outside the vehicle cabin; or obtaining the type of the road surface according to map information.

[0178] In one embodiment, the vehicle stores a mapping relationship between the type of the road surface and the intervention torque value.

[0179] Figure 5 A schematic flowchart of a torque adjustment method 500 provided by an embodiment of the present application is shown. The method 500 can be performed by a vehicle, or the method 500 can also be performed by the above-mentioned computing platform, or the method 500 can also be performed by an SOC in the computing platform, or the method 500 can also be performed by a processor in the computing platform, or the method 500 can also be performed by a VCU, or the method 500 can also be performed by an MCU, or the method 500 can also be performed by a system composed of a VCU and an ESC, or the method 500 can also be performed by a system composed of a VCU and an MCU. As shown in the figure, the method 500 comprises the following steps. Figure 5

[0180] S510, obtaining a request torque value.

[0181] In one embodiment, the obtaining of the torque value comprises: obtaining the request torque value when the vehicle is in an energy recovery state.

[0182] The process of S510 above can refer to the process of S210 above, which will not be described here again.

[0183] S520, determining a fifth intervention torque value according to a slip ratio of the vehicle.

[0184] The process of determining the fifth intervention torque value according to the slip ratio of the vehicle above can refer to the description in the above embodiments, which will not be described here again.

[0185] S530, controlling the vehicle to perform energy recovery according to the request torque value and the fifth intervention torque value.

[0186] For example, the VCU determines that the request torque value is 1000 N·m according to the opening degree of the current accelerator pedal and the current vehicle speed. The VCU determines that the fifth intervention torque value is 300 N·m according to the current slip ratio and the mapping relationship shown in Table 5 above. Then the VCU can output the difference (700 N·m) between the request torque value and the first intervention torque value to the motor for energy recovery. The motor can perform energy recovery according to the difference between the request torque value and the fifth intervention torque value.

[0187] ​In one embodiment, the method 500 includes determining the correction coefficient according to the slip rate of the vehicle.

[0188] For example, Table 6 shows another mapping relationship between the slip rate and the correction coefficient.

[0189] Table 6

[0190] Slip rate Correction coefficient [0，10％) 1 [10％，15％) 0.7 [15％，20％) 0.5 … …

[0191] For example, when the slip rate of the vehicle is 12%, the correction coefficient can be determined as 0.7 according to the mapping relationship shown in Table 6. Then the vehicle can obtain the final intervention torque value (e.g., 700 N·m) according to the product of the requested torque value and the correction coefficient, so that the motor can perform energy recovery according to the intervention torque value.

[0192] The mapping relationship between the slip rate and the intervention torque value shown in Table 6 is only illustrative, and embodiments of the present application are not limited in this regard.

[0193] In embodiments of the present application, the slip rate of the vehicle can be considered when performing torque intervention. In this way, the fifth intervention torque value can be determined through the slip rate, so that the vehicle can be controlled to perform energy recovery according to the requested torque value and the fifth intervention torque value. In this way, the slip rate of the wheel can be prevented from expanding, and the probability of triggering ABS or DTC can be reduced; at the same time, the vehicle can always remain in the energy recovery state, which helps to improve the user's driving experience.

[0194] The above various embodiments can be combined with each other. For example, the method 400 and the method 500 can be combined with each other. For example, the VCU determines that the requested torque value is 1000 N·m according to the current opening degree of the accelerator pedal and the current speed of the vehicle. The VCU determines the second intervention torque value as 200 N·m according to the current wheel speed fluctuation frequency and the mapping relationship shown in Table 2. The VCU determines the fifth intervention torque value as 300 N·m according to the current slip rate and the mapping relationship shown in Table 5. Then the VCU can output the difference (750 N·m) between the average value of the requested torque value, the second intervention torque value and the fifth intervention torque value to the motor for energy recovery. The motor can perform energy recovery according to the difference.

[0195] For example, the VCU determines the requested torque value to be 1000 N-m according to the current accelerator pedal opening and the current vehicle speed. The VCU determines the second intervention torque value to be 200 N-m according to the current wheel speed fluctuation frequency and the mapping relationship shown in Table 2. The VCU determines the correction coefficient to be 1.1 according to the current slip ratio and the mapping relationship shown in Table 4. Then the VCU can output the difference between the requested torque value, the product of the second intervention torque value and the correction coefficient (780 N-m) to the motor for energy recovery.

[0196] Figure 6 A schematic flow chart of a torque adjustment method 600 is shown. The method can be performed by a system comprising a VCU, an MCU, an ESC and a motor. The method 600 comprises:

[0197] S601, the VCU acquires a requested torque value T0.

[0198] The requested torque T0may be the requested torque value described above.

[0199] For example, the VCU can determine the requested torque value T0according to the current accelerator pedal opening of the vehicle and the current vehicle speed.

[0200] S602, the VCU acquires wheel information sent by the ESC.

[0201] For example, the wheel information includes the number of periodic wheel speed fluctuations.

[0202] S603, the VCU determines a wheel speed fluctuation frequency according to the wheel information.

[0203] S604, the VCU determines an intervention torque value T1according to the wheel speed fluctuation frequency.

[0204] The intervention torque value T1may be the second intervention torque value described above.

[0205] In one embodiment, the VCU can further determine an intervention magnitude according to the wheel speed fluctuation frequency, and then determine T1according to the intervention magnitude and T0. For example, the intervention magnitude has a value range of [0, 1). The intervention torque value T1may be T0multiplied by the intervention magnitude.

[0206] According to different wheel speed fluctuation frequencies, the road surface type can be distinguished, and the torque intervention magnitude can be selected in real time.

[0207] In one embodiment, the method 600 comprises: the VCU determines the intervention torque value T1according to the type of the road surface on which the vehicle is currently located.

[0208] For example, the VCU can determine the type of the road surface according to map information, or the VCU can determine the type of the road surface according to data collected by sensors outside the vehicle cabin, or the VCU can determine the type of the road surface according to wheel speed fluctuation frequency.

[0209] In S605, the VCU acquires wheel acceleration and vehicle acceleration information sent by the ESC.

[0210] In S606, the VCU determines an intervention torque value T2 according to the wheel acceleration and the vehicle acceleration.

[0211] The intervention torque value T2 can be the first intervention torque value.

[0212] The process in which the VCU determines the intervention torque value T2 according to the wheel acceleration and the vehicle acceleration can refer to the description in the above embodiments, and will not be described here again.

[0213] In the ABS or DTC mis-triggering scenario, the wheel acceleration of the energy recovery axis is often greater than the vehicle acceleration. After the difference between the wheel acceleration and the vehicle acceleration exceeds a certain threshold, the ABS or DTC will be triggered subsequently. The torque intervention value calculated on the basis of the difference can effectively prevent the triggering of the ABS or DTC.

[0214] The energy recovery axis can be an axis on which a drive motor is mounted and energy recovery is performed. For example, the rear wheel axis of some electric vehicles is mounted with a drive motor, and the front wheel axis and the rear wheel axis of some electric vehicles are both mounted with drive motors.

[0215] In S607, the VCU acquires wheel speed and vehicle speed information sent by the ESC.

[0216] In S608, the VCU determines the current slip ratio of the vehicle according to the wheel speed and the vehicle speed.

[0217] In S609, the VCU determines a correction coefficient a according to the slip ratio.

[0218] The process in which the VCU determines the correction coefficient a according to the slip ratio can refer to the description in the above embodiments, and will not be described here again.

[0219] The triggering of the ABS is closely related to the slip ratio. The introduction of the slip ratio to calculate the correction coefficient a to correct the torque intervention value can not only prevent the triggering of the ABS, but also control the vehicle to utilize the limit slip ratio to obtain the maximum grip force and effectively decelerate.

[0220] There is no actual sequence between S601, S602-S604, S605-S606, and S607-S609.

[0221] S610, the VCU controls the vehicle to perform energy recovery based on T0, T1, T2 and a.

[0222] In one embodiment, the VCU controls the vehicle to perform energy recovery based on T0, T1, T2, and a, including: the VCU determining the energy recovery torque T3 based on T0, T1, T2, and a; and the VCU outputting T3 to the MCU, thereby causing the MCU to control the motor to perform energy recovery based on T3.

[0223] The calculation process of T0, T1, T2 and a in the above method 200 can be implemented in VCU or MCU, and this application embodiment does not limit it.

[0224] For example, the formula for calculating T3 is shown in formula (1):

[0225] T 3＝ T 0-min (T 1, T2) × a (1)

[0226] Figure 7 A schematic block diagram of a torque adjustment device 700 provided in an embodiment of this application is shown. Figure 7 As shown, 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 wheel acceleration and the overall vehicle acceleration of the vehicle; 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.

[0227] Optionally, the acquisition unit 710 is further configured to acquire the road surface type; the determination unit 720 is further configured to determine a second intervention torque value based on the road surface type; wherein, the control unit 730 is configured 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.

[0228] Optionally, the acquisition unit 710 is used to acquire the wheel speed fluctuation frequency of the vehicle; and determine the road surface type based on the wheel speed fluctuation frequency.

[0229] Optionally, the acquisition unit 710 is further configured to acquire the wheel speed fluctuation frequency of the vehicle; the determination unit 720 is further configured to determine the second intervention torque value based on the wheel speed fluctuation frequency.

[0230] Optionally, the determining unit 720 is configured to: determine a third intervention torque value based on the first intervention torque value and the second intervention torque value; and the control unit 730 is configured to control the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value.

[0231] Optionally, the determining unit 720 is configured to determine the third intervention torque value as the lower one of the first intervention torque value and the second intervention torque value.

[0232] Optionally, the obtaining unit 710 is further configured to obtain a slip rate of the vehicle, and the determining unit 720 is further configured to determine a correction coefficient according to the slip rate, wherein the control unit 730 is configured to determine a fourth intervention torque value according to the third intervention torque value and the correction coefficient, and control the vehicle to perform energy recovery according to the request torque value and the fourth intervention torque value.

[0233] Optionally, the obtaining unit 710 is further configured to obtain a slip rate of the vehicle, and the determining unit 720 is further configured to determine a correction coefficient according to the slip rate, wherein the control unit 730 is configured to determine a fifth intervention torque value according to the first intervention torque value and the correction coefficient, and control the vehicle to perform energy recovery according to the request torque value and the fifth intervention torque value.

[0234] Optionally, the control unit 730 is further configured to, when the number of times of torque intervention in controlling the vehicle to perform energy recovery is greater than or equal to a preset number of times, control the vehicle to perform energy recovery according to a historical torque intervention value, or when the time length of torque intervention in controlling the vehicle to perform energy recovery is greater than or equal to a preset time length, control the vehicle to perform energy recovery according to the historical torque intervention value.

[0235] Optionally, the control unit 730 is further configured to, when controlling the vehicle to perform energy recovery, increase the brake torque of the brake system of the vehicle and / or start a wind resistance boosting device.

[0236] Optionally, the obtaining unit 710 is configured to determine the request torque value according to 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.

[0237] In an embodiment, the obtaining unit 710 is configured to obtain a request torque value when the vehicle is in an energy recovery state, the determining unit 720 is configured to determine a second intervention torque value according to a wheel fluctuation frequency of the vehicle, and the control unit 730 is configured to control the vehicle to perform energy recovery according to the request torque value and the second intervention torque value.

[0238] In an embodiment, the obtaining unit 710 is configured to obtain a request torque value when the vehicle is in an energy recovery state, the determining unit 720 is configured to determine a fifth intervention torque value according to a slip rate of the vehicle, and the control unit 730 is configured to control the vehicle to perform energy recovery according to the request torque value and the fifth intervention torque value.

[0239] For example, the obtaining unit 710 can beFigure 1 The computing platform or the processing circuit, processor, or controller within the computing platform. Taking the processor 151 in the computing platform as an example, the acquisition unit 710 can determine the requested torque value based on the current accelerator pedal opening and speed of the vehicle.

[0240] For example, determining unit 720 could be Figure 1 The computing platform or processing circuit, processor, or controller within the computing platform. Taking the processor 152 in the computing platform as an example, the processor 152 can obtain the wheel acceleration and overall vehicle acceleration from the ESC, and determine the first intervention torque value based on the wheel acceleration and overall vehicle acceleration. Alternatively, the processor 152 can obtain wheel information from the ESC, and determine the wheel speed fluctuation frequency based on the wheel information. The second intervention torque value can then be determined based on the wheel speed fluctuation frequency. Alternatively, the processor 152 can obtain the current vehicle speed and wheel speed information from the ESC, and determine the vehicle slip ratio based on the vehicle speed and wheel speed. The correction coefficient or the fifth intervention torque value can then be determined based on the slip ratio.

[0241] For example, the functions implemented by the control unit 730 described above can be achieved by... Figure 1 The computing platform or processing circuit, processor, or controller within the computing platform. Taking the control unit 730 as an example, which is the processor 153 in the computing platform, the processor 153 can obtain the requested torque value from the processor 151 and the first intervention torque value from the processor 152, thereby controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value. For example, the 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.

[0242] The functions implemented by the acquisition unit 710, the determination unit 720, and the control unit 730 can be implemented by different processors, or some functions can be implemented by the same processor, or all functions can be implemented by the same processor. This application embodiment does not limit this.

[0243] It should be understood that the division of units in the above apparatus is only a logical functional division, and all or part of them can be integrated into a physical entity or physically separated when actually implemented. In addition, the units in the apparatus can be implemented in the form of processor calling software; for example, the apparatus includes a processor connected with a memory, and the memory stores instructions, and the processor calls the instructions stored in the memory to implement any of the above methods or realize the functions of the units of the apparatus, wherein the processor is, for example, a general processor such as a CPU or a microprocessor, and the memory is an internal memory of the apparatus or an external memory of the apparatus. Alternatively, the units in the apparatus can be implemented in the form of hardware circuit, and the functions of part or all of the units can be realized by the design of the hardware circuit, which can be understood as one or more processors; for example, in one implementation, the hardware circuit is an ASIC, and the functions of part or all of the units are realized by the design of the logical relationship of elements in the circuit; for example, in another implementation, the hardware circuit is a PLD, and taking FPGA as an example, it can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by a configuration file, so as to realize the functions of part or all of the units. All units of the above apparatus can be implemented in the form of processor calling software, or all units can be implemented in the form of hardware circuit, or part of the units can be implemented in the form of processor calling software, and the remaining part can be implemented in the form of hardware circuit.

[0244] In the embodiments of the present application, the processor is a circuit with signal processing capability. In one implementation, the processor can be a circuit with instruction reading and running capability, such as CPU, microprocessor, GPU, or DSP, etc. In another implementation, the processor can realize certain functions through the logical relationship of the hardware circuit, and the logical relationship of the hardware circuit is fixed or can be reconfigured, such as ASIC or PLD implemented hardware circuit, such as FPGA. In the reconfigurable hardware circuit, the processor loads the configuration document to realize the hardware circuit configuration process, which can be understood as the process of the processor loading instructions to realize the functions of part or all of the units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as a kind of ASIC, such as NPU, TPU, DPU, etc.

[0245] It can be seen that each unit in the above apparatus 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.

[0246] In addition, all or part of each unit in the above apparatus can be integrated together or can be independently implemented. In one implementation, the units are integrated together to be implemented in the form of a SOC. The SOC can include at least one processor for implementing the functions of any of the above methods or implementing the functions of each unit of the apparatus. The at least one processor can be of different types, such as including a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, and the like.

[0247] The embodiments of the present application also provide an apparatus, which includes a processing unit and a storage unit, wherein the storage unit is configured to store instructions, and the processing unit is configured to execute the instructions stored in the storage unit, so that the apparatus performs the method or the steps performed by the above-mentioned embodiments.

[0248] Optionally, if the apparatus is located in a vehicle, the processing unit can be Figure 1 the processor 151-15n shown.

[0249] The embodiments of the present application also provide a vehicle, which can include the apparatus 600, the apparatus 700 or the apparatus 800.

[0250] The embodiments of the present application also provide a computer program product, which includes computer program code, and when the computer program code is executed on a computer, the computer is caused to perform the above-mentioned method.

[0251] The embodiments of the present application also provide a computer readable medium, which stores program code, and when the computer program code is executed on a computer, the computer is caused to perform the above-mentioned method.

[0252] In the implementation process, each step of the above method can be completed by the integrated logic circuit of hardware in the processor or the instruction in the form of software. The method disclosed in the embodiments of the present application can be directly embodied as a hardware processor for execution, or a combination of hardware and software modules in the processor for execution. The software module can be located in a random access memory, a flash memory, a read-only memory, a programmable read-only memory, an electrically erasable programmable memory, a register, and other mature storage media in the art. The storage medium is located in the memory, and the processor reads the information in the memory and combines the hardware to complete the steps of the above method. To avoid repetition, it will not be described in detail here.

[0253] It should be understood that in the embodiments of the present application, the memory can include a read-only memory and a random access memory, and provide instructions and data to the processor.

[0254] It should also be understood that the size of the sequence of the above processes does not mean the order of execution, the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the application.

[0255] Those skilled in the art can realize that the units and algorithm steps of the examples described in combination with the embodiments disclosed herein can be realized in electronic hardware or a combination of computer software and electronic hardware. Whether the functions are realized in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to realize the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0256] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the above-described system, device and unit can refer to the corresponding process in the foregoing method embodiments, which will not be repeated here.

[0257] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other ways. For example, the above-described device embodiments are only schematic, for example, the division of the units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, device or unit, and can be electrical, mechanical or other forms.

[0258] The units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, that is, they can be located in one place, or can be distributed on a plurality of network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

[0259] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit.

[0260] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or the parts that contribute to the prior art or parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a plurality of instructions for causing 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 methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0261] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A torque regulation method, characterized in that, The method comprises: obtaining a request torque value; determining a first intervention torque value according to wheel acceleration and vehicle acceleration of the vehicle; controlling the vehicle to perform energy recovery according to the request torque value and the first intervention torque value.

2. The method of claim 1, wherein, The method further comprises: obtaining a road surface type; determining a second intervention torque value according to the road surface type; wherein the controlling the vehicle to perform energy recovery according to the request torque value and the first intervention torque value comprises: controlling the vehicle to perform energy recovery according to the request torque value, the first intervention torque value and the second intervention torque value.

3. The method of claim 2, wherein, The obtaining the road surface type comprises: obtaining a wheel speed fluctuation frequency of the vehicle; determining the road surface type 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 request torque value, the first intervention torque value and the second intervention torque value comprises: determining a third intervention torque value according to the first intervention torque value and the second intervention torque value; controlling the vehicle to perform energy recovery according to the request torque value and the third intervention torque value.

5. The method of claim 4, wherein, The determining the third intervention torque value according to the first intervention torque value and the second intervention torque value comprises: determining the third intervention torque value as the lower one of the first intervention torque value and the second intervention torque value.

6. The method of claim 4, wherein, The method further comprises: obtaining a slip rate of the vehicle; determining a correction coefficient according to the slip rate; wherein the controlling the vehicle to perform energy recovery according to the request torque value and the third intervention torque value comprises: determining a fourth intervention torque value according to the third intervention torque value and the correction coefficient; controlling the vehicle to perform energy recovery according to the request torque value and the fourth intervention torque value.

7. The method of claim 1, wherein, The method further comprises: obtaining a slip rate of the vehicle; determining a correction coefficient according to the slip rate; wherein the controlling the vehicle to perform energy recovery according to the request torque value and the first intervention torque value comprises: determining a fifth intervention torque value according to the first intervention torque value and the correction coefficient; controlling the vehicle to perform energy recovery according to the request torque value and the fifth intervention torque value.

8. The method according to any one of claims 1 to 3, characterized in that, The method further comprises: when the number of torque interventions in 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 the duration of torque intervention in controlling the vehicle to perform energy recovery is greater than or equal to a preset duration, controlling the vehicle to perform energy recovery according to a historical torque intervention value.

9. The method according to any one of claims 1 to 3, characterized in that, The method further comprises: when controlling the vehicle to perform energy recovery, increasing the brake torque of the brake system of the vehicle and / or starting a wind resistance lifting device.

10. The method according to any one of claims 1 to 3, characterized in that, The obtaining the request torque value comprises: determining the request 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.

11. A torque adjusting device, characterized by The method comprises: an obtaining unit, configured to obtain a request torque value; a determining unit, configured to determine a first intervention torque value according to wheel acceleration and vehicle acceleration of the vehicle; The 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 apparatus of claim 11, wherein, The acquisition unit is further configured to acquire a road surface type. The determination unit is further configured to determine a second intervention torque value according to the road surface type. The control unit is configured to: control the vehicle to perform energy recovery according to the requested torque value, the first intervention torque value and the second intervention torque value.

13. The apparatus of claim 12, wherein, The acquisition unit is further configured to: acquire a wheel speed fluctuation frequency of the vehicle; determine the road surface type according to the wheel speed fluctuation frequency.

14. The apparatus of claim 12 or 13, wherein, The determination 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 apparatus of claim 14, wherein, The determination unit is configured to determine the third intervention torque value as a minimum torque value between the first intervention torque value and the second intervention torque value.

16. The apparatus of claim 14, wherein: The acquisition unit is further configured to acquire a slip rate of the vehicle. The determination unit is further configured to determine a correction coefficient according to the slip rate. The control unit is configured to determine a fourth intervention torque value according to the third intervention torque value and the correction coefficient. The control unit is configured to control the vehicle to perform energy recovery according to the requested torque value and the fourth intervention torque value.

17. The apparatus of claim 11, wherein: The acquisition unit is further configured to acquire a slip rate of the vehicle. The determination unit is further configured to determine a correction coefficient according to the slip rate. The control unit is configured to determine a fifth intervention torque value according to the first intervention torque value and the correction coefficient. The control unit is configured to control the vehicle to perform energy recovery according to the requested torque value and the fifth intervention torque value.

18. The apparatus of any one of claims 11 to 13, wherein: The control unit is further configured to control the vehicle to perform energy recovery according to a historical torque intervention value when a number of times of torque intervention in controlling the vehicle to perform energy recovery is greater than or equal to a preset number of times; or The control unit is further configured to control the vehicle to perform energy recovery according to a historical torque intervention value when a time length of torque intervention in controlling the vehicle to perform energy recovery is greater than or equal to a preset time length.

19. The apparatus of any one of claims 11 to 13, wherein: The control unit is further configured to increase a brake torque of a brake system of the vehicle and / or start a wind resistance boosting device in controlling the vehicle to perform energy recovery.

20. The apparatus of any one of claims 11-13, wherein, The acquisition unit is configured to: determine the requested torque value according to 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. An apparatus, comprising: The apparatus comprises: a memory configured to store a computer program; a processor configured to execute the computer program stored in the memory, so that the apparatus performs the method of any one of claims 1 to 10.

22. A vehicle characterized by An apparatus as claimed in any one of claims 11 to 21.

23. A computer-readable storage medium, characterized in that, A computer program stored on a computer readable medium, which when executed by a computer, causes the method of any one of claims 1 to 10 to be performed.

24. A chip, characterized by A chip comprising a processor and a data interface, the processor reading instructions stored on a memory via the data interface to perform the method of any one of claims 1 to 10.

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