Torque control method, device, equipment, medium and program product

Abstract

The embodiment of the invention provides a torque control method and device, equipment, a medium and a program product. The method comprises the steps that firstly, when a vehicle is in a braking state, the wheel speed of wheels of the vehicle is obtained; then, according to the wheel speed of the vehicle and a plurality of preset coefficients, the actual slip rate and a plurality of slip rate intervals of the vehicle are calculated; then, a target slip rate interval corresponding to the actual slip rate in the multiple slip rate intervals is determined, a torque calculation strategy corresponding to the target slip rate interval is executed, and output torque is generated; and finally, according to the output torque, torque control is conducted on the vehicle, and through the method, the stability and accuracy of the vehicle in the braking process are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a torque control method, device, equipment, medium and program product. Background Art

[0002] The braking energy recovery system is one of the core energy-saving technologies in hybrid and pure electric vehicles. It mainly provides auxiliary braking torque to reduce the vehicle speed through reverse loading of the motor when the vehicle is decelerating or braking, and converts the vehicle's kinetic energy into electrical energy and stores it in the battery to improve the vehicle's energy efficiency. However, the response speed and accuracy of the auxiliary braking torque greatly affect the synergy between the braking energy recovery system and the traditional braking system and the driving safety of the vehicle. Therefore, setting a reasonable auxiliary braking torque is crucial to ensure vehicle driving safety and improve vehicle energy efficiency.

[0003] In the prior art, open-loop control is usually used to quickly adjust the auxiliary braking torque. Specifically: first, a predetermined braking torque curve is set, and then the torque output is quickly adjusted according to the vehicle's operating status (such as vehicle speed, load, etc.). Since it does not rely on a feedback mechanism, the adjustment response is faster and the expected braking effect can be achieved in a short time.

[0004] However, the use of open-loop control to adjust the auxiliary braking torque in the prior art may easily lead to the problem of unstable braking effect. Summary of the invention

[0005] The embodiments of the present application provide a torque control method, device, equipment, medium and program product to solve the problem in the prior art that the auxiliary braking torque is adjusted by open-loop control, which easily leads to unstable braking effect.

[0006] In a first aspect, an embodiment of the present application provides a torque control method, comprising:

[0007] When the vehicle is in a braking state, obtaining the wheel speed of the vehicle;

[0008] Calculating an actual slip rate and a plurality of slip rate intervals of the vehicle according to the wheel speed of the vehicle and a plurality of preset coefficients;

[0009] determining a target slip ratio interval corresponding to the actual slip ratio among the plurality of slip ratio intervals, and executing a torque calculation strategy corresponding to the target slip ratio interval to generate an output torque;

[0010] The vehicle is torque controlled according to the output torque.

[0011] In a possible implementation manner, the slip ratio range includes a first slip ratio range, a second slip ratio range and a third slip ratio range; the slip ratio in the second slip ratio range is greater than the slip ratio in the first slip ratio range, and the slip ratio in the second slip ratio range is less than the slip ratio in the third slip ratio range; the output torque includes a first output torque, a second output torque and a third output torque;

[0012] The torque calculation strategy corresponding to the second slip ratio range includes:

[0013] The second output torque is calculated according to a requested braking torque of the vehicle and a correction coefficient, wherein the requested braking torque is a torque obtained according to a braking displacement of a brake pedal of the vehicle, and the correction coefficient is calculated according to the actual slip ratio and the second slip ratio range.

[0014] In a possible implementation manner, the torque calculation strategy corresponding to the third slip ratio interval includes:

[0015] A preset torque is determined as the third output torque, wherein the preset torque is a minimum auxiliary braking torque that does not affect wheel speed regulation of the vehicle.

[0016] In a possible implementation manner, calculating the actual slip rate and multiple slip rate intervals of the vehicle according to the wheel speed of the vehicle and multiple preset coefficients includes:

[0017] Calculating a first slip ratio of the vehicle according to the wheel speed of the left driving wheel and the wheel speed of the left driven wheel of the vehicle;

[0018] Calculating a second slip ratio of the vehicle according to the wheel speed of the right driving wheel and the wheel speed of the right driven wheel of the vehicle;

[0019] determining a maximum value of the first slip ratio and the second slip ratio as an actual slip ratio of the vehicle;

[0020] Multiplying the average wheel speed of the vehicle by each preset coefficient respectively to obtain a plurality of slip rate thresholds;

[0021] The plurality of slip ratio intervals are generated according to the plurality of slip ratio thresholds.

[0022] In a possible implementation manner, the torque calculation strategy corresponding to the first slip ratio interval includes:

[0023] The first output torque is calculated according to PID closed-loop control.

[0024] In a possible implementation manner, calculating the first slip ratio of the vehicle according to the wheel speed of the left driving wheel and the wheel speed of the left driven wheel of the vehicle includes:

[0025] Calculating a first difference between the wheel speed of the left driving wheel and the wheel speed of the left driven wheel;

[0026] determining the first slip ratio as the ratio of the first difference to the wheel speed of the left driven wheel;

[0027] Accordingly, calculating the second slip ratio of the vehicle according to the wheel speed of the right driving wheel and the wheel speed of the right driven wheel of the vehicle includes:

[0028] Calculating a second difference between the wheel speed of the right driving wheel and the wheel speed of the right driven wheel;

[0029] The ratio of the second difference to the wheel speed of the right driven wheel is determined as the second slip ratio.

[0030] In a second aspect, an embodiment of the present application provides a torque control device, comprising:

[0031] An acquisition module, used for acquiring the wheel speed of the vehicle when the vehicle is in a braking state;

[0032] A calculation module, configured to calculate an actual slip rate and a plurality of slip rate intervals of the vehicle according to a wheel speed of the vehicle and a plurality of preset coefficients;

[0033] a processing module, configured to determine a target slip ratio interval corresponding to the actual slip ratio in the plurality of slip ratio intervals, and execute a torque calculation strategy corresponding to the target slip ratio interval to generate an output torque;

[0034] A control module performs torque control on the vehicle according to the output torque.

[0035] In a possible implementation manner, the slip ratio range includes a first slip ratio range, a second slip ratio range and a third slip ratio range; the slip ratio in the second slip ratio range is greater than the slip ratio in the first slip ratio range, and the slip ratio in the second slip ratio range is less than the slip ratio in the third slip ratio range; the output torque includes a first output torque, a second output torque and a third output torque;

[0036] The torque calculation strategy corresponding to the second slip ratio range includes:

[0037] The second output torque is calculated according to a requested braking torque of the vehicle and a correction coefficient, wherein the requested braking torque is a torque obtained according to a braking displacement of a brake pedal of the vehicle, and the correction coefficient is calculated according to the actual slip ratio and the second slip ratio range.

[0038] In a possible implementation manner, the processing module is specifically configured to:

[0039] A preset torque is determined as the third output torque, wherein the preset torque is a minimum auxiliary braking torque that does not affect wheel speed regulation of the vehicle.

[0040] In a possible implementation manner, the calculation module is specifically configured to:

[0041] Calculating a first slip ratio of the vehicle according to the wheel speed of the left driving wheel and the wheel speed of the left driven wheel of the vehicle;

[0042] Calculating a second slip ratio of the vehicle according to the wheel speed of the right driving wheel and the wheel speed of the right driven wheel of the vehicle;

[0043] determining a maximum value of the first slip ratio and the second slip ratio as an actual slip ratio of the vehicle;

[0044] Multiplying the average wheel speed of the vehicle by each preset coefficient respectively to obtain a plurality of slip rate thresholds;

[0045] The plurality of slip ratio intervals are generated according to the plurality of slip ratio thresholds.

[0046] In a possible implementation manner, the processing module is specifically configured to:

[0047] The first output torque is calculated according to PID closed-loop control.

[0048] In a possible implementation manner, the calculation module is specifically configured to:

[0049] Calculating a first difference between the wheel speed of the left driving wheel and the wheel speed of the left driven wheel;

[0050] determining the first slip ratio as the ratio of the first difference to the wheel speed of the left driven wheel;

[0051] Accordingly, calculating the second slip ratio of the vehicle according to the wheel speed of the right driving wheel and the wheel speed of the right driven wheel of the vehicle includes:

[0052] Calculating a second difference between the wheel speed of the right driving wheel and the wheel speed of the right driven wheel;

[0053] The ratio of the second difference to the wheel speed of the right driven wheel is determined as the second slip ratio.

[0054] In a third aspect, an embodiment of the present application provides an electronic device, including: a memory, a processor;

[0055] The memory stores computer-executable instructions;

[0056] The processor executes the computer-executable instructions stored in the memory, so that the processor executes the above first aspect and / or various possible implementations of the first aspect.

[0057] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the first aspect above and / or various possible implementations of the first aspect.

[0058] In a fifth aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the above first aspect and / or various possible implementation methods of the first aspect.

[0059] The torque control method, apparatus, equipment, medium and program product provided in the embodiments of the present application obtain the wheel speed of the vehicle when the vehicle is in a braking state; then, calculate the actual slip rate and multiple slip rate intervals of the vehicle according to the wheel speed of the vehicle and multiple preset coefficients; then, determine the target slip rate interval corresponding to the actual slip rate in the multiple slip rate intervals, and execute the torque calculation strategy corresponding to the target slip rate interval to generate an output torque, so as to evaluate the slip state of the wheel through the slip rate interval where the actual slip rate of the wheel is located, and make corresponding braking torque adjustments to ensure the accuracy and stability of the braking torque output; finally, according to the output torque, the vehicle is torque controlled to achieve precise control of the vehicle's braking torque, prevent the wheel from losing adhesion, and improve the controllability and safety of the vehicle during braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0061] Figure 1 Schematic diagram of the torque control method provided in the embodiment of the present application Figure 1 ;

[0062] Figure 2 Schematic diagram of the torque control method provided in the embodiment of the present application Figure 2 ;

[0063] Figure 3 A schematic diagram of the structure of a torque control device provided in an embodiment of the present application;

[0064] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0065] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0066] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0067] The brake energy recovery system is one of the core energy-saving technologies in hybrid and pure electric vehicles. It mainly provides auxiliary braking torque to reduce the speed of the vehicle through the reverse operation of the motor when the vehicle is decelerating or braking, and converts the vehicle's kinetic energy into electrical energy and stores it in the battery. This not only reduces the wear and heat loss of the friction brake system, but also improves the energy efficiency of the vehicle. However, the response speed and accuracy of the auxiliary braking torque greatly affect the synergy between the brake energy recovery system and the traditional braking system and the driving safety of the vehicle. Therefore, setting a reasonable auxiliary braking torque is crucial for vehicle driving safety and improving vehicle energy efficiency.

[0068] In the prior art, open-loop control is usually used to quickly adjust the auxiliary braking torque. Specifically: first, a braking torque curve is pre-set, and then the torque output is quickly adjusted according to the vehicle's operating status (such as vehicle speed, load, etc.). Since it does not rely on a feedback mechanism, the adjustment response is faster and the expected braking effect can be achieved in a short time.

[0069] However, since the open-loop control only outputs the torque value through a preset braking torque curve, that is, the torque output is calculated directly according to the input target value or a correction coefficient, and the torque value is not adjusted in real time according to the vehicle's system parameters, it is unable to adapt to nonlinear slip rate changes and external disturbances, resulting in sawtooth fluctuations in the torque output. This fluctuation not only affects the slip rate control accuracy, but also causes fatigue wear and impact loads on key components such as axle bearings and cross shafts, affecting the reliability and life of the vehicle's transmission system.

[0070] Based on this, the present application proposes a torque control method. Since commonly used torque control usually adopts a single control method, for example, a single open-loop control method can perform rapid braking torque control when the vehicle brakes, but it cannot adjust the torque according to the real-time state of the vehicle, which can easily lead to problems such as inaccurate torque control. Although the closed-loop control has more accurate braking torque control, it has a slow response speed, which can easily lead to tire locking. Therefore, if different torque control calculation strategies can be adopted according to the real-time state of the vehicle, the advantages of the open-loop control method and the closed-loop control method can be combined, while improving the response speed of the vehicle braking system, ensuring the stability of the vehicle braking control, effectively suppressing the slip of the vehicle wheels, reducing the activation frequency of the vehicle anti-lock braking system, and improving the vehicle's braking energy recovery, reducing the vehicle's energy consumption.

[0071] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0072] Figure 1 Schematic diagram of the torque control method provided in the embodiment of the present application Figure 1 ,like Figure 1 As shown, the method includes:

[0073] S101. When the vehicle is in a braking state, obtain the wheel speed of the vehicle.

[0074] The wheel speeds of the vehicle include the left driving wheel speed, the left driven wheel speed, the right driving wheel speed and the right driven wheel speed of the vehicle.

[0075] It should be noted that, because the slip rates of the left and right wheels may be different when the vehicle is turning or on roads with different friction coefficients, obtaining the wheel speeds of different wheels of the vehicle can better obtain the current real-time status of the vehicle and further adjust the braking torque of the vehicle.

[0076] It can be understood that when the vehicle is in a braking state, the wheel speed signals of the driving wheels and driven wheels of the vehicle are obtained to provide real-time and accurate input data for the vehicle braking system, thereby ensuring the accuracy of subsequent torque adjustment.

[0077] S102: Calculate an actual slip rate and a plurality of slip rate intervals of the vehicle according to the wheel speed of the vehicle and a plurality of preset coefficients.

[0078] Among them, the slip rate range includes a first slip rate range, a second slip rate range and a third slip rate range; the slip rate in the second slip rate range is greater than the slip rate in the first slip rate range, and the slip rate in the second slip rate range is less than the slip rate in the third slip rate range; the output torque includes a first output torque, a second output torque and a third output torque.

[0079] It should be noted that the preset coefficient is used to determine the threshold range of multiple slip rate intervals. It can be determined by the road friction coefficient, or it can be determined based on vehicle dynamics simulation, or it can be determined based on empirical data and experimental calibration. The specific method for determining the preset coefficient can be determined according to actual conditions, and the embodiments of the present application do not make specific restrictions here.

[0080] It should be understood that the first slip rate range can be understood as a low slip rate range, in which the vehicle slip rate is small, and the adhesion between the tire and the ground is at a high level; the second slip rate range can be understood as a medium slip rate range, in which the vehicle slip rate gradually increases, approaching the limit adhesion area, and the adhesion between the tire and the ground begins to decrease; and the third slip rate range can be understood as a high slip rate range, in which the vehicle slip rate is large, and the adhesion between the tire and the ground is insufficient. In order to ensure vehicle safety, the anti-lock braking system needs to be activated in time to prevent tire locking and reduce the braking force.

[0081] It can be understood that the actual slip rate of the vehicle is calculated by the wheel speeds of different wheels of the vehicle obtained by the on-board sensors, and multiple slip rate intervals are calculated based on the actual slip rate of the vehicle and multiple preset coefficients, so that the braking strategy can be dynamically adjusted according to the real-time braking status of the vehicle, thereby improving the braking performance and safety of the vehicle.

[0082] S103: Determine a target slip ratio interval corresponding to the actual slip ratio in a plurality of slip ratio intervals, and execute a torque calculation strategy corresponding to the target slip ratio interval to generate an output torque.

[0083] It is understandable that by matching the actual slip rate with the target slip rate range and executing the corresponding torque calculation strategy, it is possible to dynamically adapt to the braking requirements under different working conditions and ensure braking safety and handling stability. At the same time, within the target slip rate range, by reasonably allocating torque output, energy loss during braking is reduced, braking energy recovery efficiency is improved, the life of brake system components is extended, and maintenance costs are reduced.

[0084] S104: Perform torque control on the vehicle according to the output torque.

[0085] It is understandable that the torque control of the vehicle can be achieved by using the output torque generated by the corresponding torque calculation strategy according to the real-time state of the vehicle, which can achieve more accurate and dynamic torque control of the vehicle, thus improving the braking performance and safety of the vehicle and optimizing energy consumption and vehicle life.

[0086] The torque control method provided in the embodiment of the present application obtains the wheel speed of the vehicle when the vehicle is in a braking state; then, according to the wheel speed of the vehicle and multiple preset coefficients, the actual slip rate of the vehicle and multiple slip rate intervals are calculated; then, a target slip rate interval corresponding to the actual slip rate in the multiple slip rate intervals is determined, and a torque calculation strategy corresponding to the target slip rate interval is executed to generate an output torque, thereby evaluating the slip state of the wheel through the slip rate interval where the actual slip rate of the wheel is located, and making corresponding braking torque adjustments to ensure the accuracy and stability of the braking torque output; finally, according to the output torque, the vehicle is torque controlled to achieve precise control of the vehicle's braking torque, prevent the wheels from losing adhesion, and improve the controllability and safety of the vehicle during braking.

[0087] In one achievable manner, the torque calculation strategy corresponding to the second slip ratio interval is to calculate the second output torque according to the requested braking torque of the vehicle and a correction coefficient.

[0088] The requested braking torque is a torque obtained according to the braking displacement of the brake pedal of the vehicle, and the correction coefficient is calculated according to the actual slip ratio and the second slip ratio range.

[0089] It should be noted that when the actual slip rate of the vehicle is in the second slip rate range (i.e., the middle slip rate range), the vehicle braking system needs to respond quickly to prevent the tires from further losing adhesion. Therefore, the vehicle braking torque can be quickly output through open-loop control, that is, the output torque is calculated by multiplying the correction coefficient and the vehicle's requested braking torque. Furthermore, since open-loop control has no feedback mechanism, it is easy to fail during vehicle control. In order to ensure the stability of vehicle braking, the output torque of the open-loop control needs to be assigned to the Proportional-Integral-Derivative (PID) controller and the lower limit threshold is set. The PID controller fine-tunes it to ensure that the system can maintain precise control while responding quickly.

[0090] The specific calculation formula of the correction coefficient is:

[0091] k = f (Pos, Neg)

[0092] Among them, k is the correction coefficient, Pos is the positive deviation of the slip rate, and Neg is the negative deviation of the slip rate.

[0093] Correspondingly, the specific calculation formula for the output torque is:

[0094] T s =Tbrk req *k

[0095] Where k is the correction factor, T s is the output torque, Tbrk req is the requested braking torque of the vehicle.

[0096] For ease of understanding, the embodiment of the present application uses an example to specifically illustrate the torque calculation strategy corresponding to the second slip rate range: assuming that when the vehicle brakes, the torque value obtained by the braking displacement of the vehicle's brake pedal is −50 Nm, and the correction coefficient k is 0.5, then the calculated output torque value is -25 Nm.

[0097] Optionally, the torque calculation strategy corresponding to the first slip ratio interval can calculate the first output torque according to PID closed-loop control.

[0098] It should be noted that, when the actual slip rate is in the first slip rate range, the control requirements of the vehicle braking system are mainly focused on precise control, so closed-loop control can be used to calculate the output torque to maximize the energy recovery effect.

[0099] The specific calculation formula for calculating the output torque using closed-loop control is:

[0100]

[0101]

[0102] Among them, T pid is the output torque corresponding to the first slip ratio range, T pid The absolute value of k must be less than the threshold allowed by the vehicle braking system; p is the proportionality coefficient; k i is the integration coefficient; k d is the differential coefficient, and k p , k i , k d The three values ​​are obtained based on the actual vehicle status and test data analysis; j is the sample time; Err s is the slip rate error; S is the actual slip rate; S1 is the target value of the first slip rate interval.

[0103] In one achievable manner, the torque calculation strategy corresponding to the third slip ratio interval is to determine the preset torque as the third output torque.

[0104] Among them, the preset torque is the minimum auxiliary braking torque that does not affect the wheel speed regulation of the vehicle. For example, the preset torque can be 0Nm or a Nm value close to 0. The specific preset torque value is not specifically limited in this embodiment of the present application.

[0105] It can be understood that when the actual slip rate is in the third slip rate interval, in order to prevent tire slippage or vehicle loss of control, the vehicle braking system directly exits the electric assisted braking output and does not affect the minimum auxiliary braking torque of the vehicle's wheel speed regulation and starts the vehicle's anti-lock braking system.

[0106] Figure 2 Schematic diagram of the torque control method provided in the embodiment of the present application Figure 2 ,like Figure 2 As shown, in this embodiment Figure 1 Based on the embodiment, a method for calculating the actual slip rate of a vehicle and multiple slip rate intervals is described in detail, and the method includes:

[0107] S201. Calculate a first slip ratio of the vehicle according to the wheel speed of the left driving wheel and the wheel speed of the left driven wheel of the vehicle.

[0108] In one achievable manner, firstly, a first difference between the wheel speed of the left driving wheel and the wheel speed of the left driven wheel is calculated; then, a ratio of the first difference to the wheel speed of the left driven wheel is determined as a first slip ratio.

[0109] The specific calculation formula of the first slip rate is:

[0110]

[0111] Among them, S 左 is the first slip ratio; v r左 is the wheel speed of the left driving wheel; v f左 is the wheel speed of the left driven wheel.

[0112] For example, if the wheel speed of the left driving wheel is 20 km / h and the wheel speed of the left driven wheel is 18 km / h, the first slip ratio is 0.1.

[0113] S202: Calculate a second slip ratio of the vehicle according to the wheel speed of the right driving wheel and the wheel speed of the right driven wheel of the vehicle.

[0114] In one achievable manner, firstly, a second difference between the wheel speed of the right driving wheel and the wheel speed of the right driven wheel is calculated; then, a ratio of the second difference to the wheel speed of the right driven wheel is determined as the second slip ratio.

[0115] The specific calculation formula of the second slip rate is:

[0116]

[0117] Among them, S 右 is the second slip rate; v r右 is the wheel speed of the right driving wheel; v f右 is the wheel speed of the right driven wheel.

[0118] The specific calculation process of the second slip ratio is the same as the calculation process of the first slip ratio, and will not be described in detail in the embodiment of the present application.

[0119] S203: Determine the maximum value of the first slip ratio and the second slip ratio as the actual slip ratio of the vehicle.

[0120] The maximum value of the first slip ratio and the second slip ratio can be expressed as:

[0121] S=max(S 左 , S 右 )

[0122] Among them, S is the actual slip rate, S 左 is the first slip ratio, S 右 is the second slip ratio.

[0123] It should be noted that, between the first slip rate and the second slip rate, the wheel with a larger slip rate is often closer to the critical adhesion point (or exceeds the adhesion point and enters the sliding area), and is prone to slipping or loss of control. Therefore, using the maximum slip rate between the two as the actual slip rate can ensure that the most dangerous wheel is controlled first, thereby reducing the risk of vehicle loss of control.

[0124] It is understandable that since the overall braking performance of the vehicle is determined by the adhesion of the left and right wheels to the road surface, by determining the maximum slip rate, it can be ensured that vehicle stability is prioritized and braking safety is improved.

[0125] S204: Multiply the average wheel speed of the vehicle by each preset coefficient to obtain a plurality of slip rate thresholds.

[0126] Among them, the preset coefficient can be determined based on experience or derived through a model. The specific preset coefficient can be determined according to actual conditions, and the embodiments of the present application do not make specific restrictions here.

[0127] It should be noted that under different working conditions, the speeds of the left and right wheels may be different, such as when turning, braking or accelerating. Therefore, using the average wheel speed of the vehicle can more accurately reflect the current driving state of the vehicle, thereby obtaining multiple slip rate thresholds.

[0128] It can be understood that by obtaining multiple slip rate thresholds and determining the demarcation point of the slip rate, multiple slip rate intervals are generated, so that the corresponding target slip rate interval can be determined in the multiple slip rate intervals according to the actual slip rate in the subsequent determination, and the torque calculation strategy can be dynamically executed.

[0129] S205 . Generate multiple slip rate intervals according to multiple slip rate thresholds.

[0130] For example, if the multiple slip rate thresholds obtained according to S204 are S1, S2, and S3, then the slip rate intervals can be divided into: a first slip rate interval of 0≤S≤S2; a second slip rate interval of S2≤S≤S3; and a third slip rate interval of S3≤S.

[0131] It can be understood that generating multiple slip rate intervals based on multiple slip rate thresholds helps to execute different torque calculation strategies for different slip rate areas, thereby improving the controllability and safety of the vehicle during braking.

[0132] Figure 3 A schematic diagram of the structure of the torque control device provided in the embodiment of the present application; Figure 3 As shown, the torque control device 30 provided in this embodiment includes:

[0133] The acquisition module 301 is used to acquire the wheel speed of the vehicle when the vehicle is in a braking state;

[0134] A calculation module 302, configured to calculate an actual slip rate and a plurality of slip rate intervals of the vehicle according to a wheel speed of the vehicle and a plurality of preset coefficients;

[0135] A processing module 303 is used to determine a target slip ratio interval corresponding to the actual slip ratio in a plurality of slip ratio intervals, and execute a torque calculation strategy corresponding to the target slip ratio interval to generate an output torque;

[0136] The control module 304 performs torque control on the vehicle according to the output torque.

[0137] In a possible implementation manner, the slip rate interval includes a first slip rate interval, a second slip rate interval and a third slip rate interval; the slip rate in the second slip rate interval is greater than the slip rate in the first slip rate interval, and the slip rate in the second slip rate interval is less than the slip rate in the third slip rate interval; the output torque includes a first output torque, a second output torque and a third output torque;

[0138] The torque calculation strategy corresponding to the second slip ratio range includes:

[0139] The second output torque is calculated according to the requested braking torque of the vehicle and a correction coefficient, wherein the requested braking torque is a torque obtained according to the braking displacement of the brake pedal of the vehicle, and the correction coefficient is calculated according to the actual slip ratio and the second slip ratio range.

[0140] In a possible implementation manner, the processing module 303 is specifically configured to:

[0141] A preset torque is determined as the third output torque, and the preset torque is a minimum auxiliary braking torque that does not affect wheel speed regulation of the vehicle.

[0142] In a possible implementation, the calculation module 302 is specifically configured to:

[0143] Calculating a first slip ratio of the vehicle according to the wheel speed of the left driving wheel and the wheel speed of the left driven wheel of the vehicle;

[0144] Calculating a second slip ratio of the vehicle according to the wheel speed of the right driving wheel and the wheel speed of the right driven wheel of the vehicle;

[0145] Determining a maximum value of the first slip ratio and the second slip ratio as an actual slip ratio of the vehicle;

[0146] Multiplying the average wheel speed of the vehicle by each preset coefficient respectively to obtain multiple slip rate thresholds;

[0147] A plurality of slip ratio intervals are generated according to the plurality of slip ratio thresholds.

[0148] In a possible implementation manner, the processing module 303 is specifically configured to:

[0149] According to the PID closed-loop control, the first output torque is calculated.

[0150] In a possible implementation, the calculation module 302 is specifically configured to:

[0151] Calculating a first difference between the wheel speed of the left driving wheel and the wheel speed of the left driven wheel;

[0152] determining a ratio of the first difference to the wheel speed of the left driven wheel as a first slip ratio;

[0153] Accordingly, the second slip ratio of the vehicle is calculated according to the wheel speed of the right driving wheel and the wheel speed of the right driven wheel of the vehicle, including:

[0154] Calculating a second difference between the wheel speed of the right driving wheel and the wheel speed of the right driven wheel;

[0155] The ratio of the second difference to the wheel speed of the right driven wheel is determined as the second slip ratio.

[0156] The torque control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail in this embodiment.

[0157] Figure 4 This is a schematic diagram of the structure of the electronic device provided in this application. Figure 4 As shown, the electronic device 40 provided in this embodiment includes: at least one processor 401 and a memory 402. Optionally, the device 40 also includes a communication component 403. The processor 401, the memory 402 and the communication component 403 are connected via a bus 404.

[0158] In a specific implementation process, at least one processor 401 executes the computer-executable instructions stored in the memory 402, so that at least one processor 401 executes the above method.

[0159] The specific implementation process of the processor 401 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0160] In the above embodiments, it should be understood that the processor can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the invention can be directly implemented as a hardware processor, or can be implemented by a combination of hardware and software modules in the processor.

[0161] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (NVM), such as at least one disk storage.

[0162] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of this application is not limited to only one bus or one type of bus.

[0163] The present application also provides a computer program product, including a computer program, which implements the above method when executed by a processor.

[0164] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above method is implemented.

[0165] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0166] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (Application Specific Integrated Circuits, referred to as: ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0167] The division of units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0168] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0169] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0170] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0171] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0172] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A torque control method, characterized in that: include: When the vehicle is in a braking state, obtaining the wheel speed of the vehicle; Calculating an actual slip rate and a plurality of slip rate intervals of the vehicle according to the wheel speed of the vehicle and a plurality of preset coefficients; determining a target slip ratio interval corresponding to the actual slip ratio among the plurality of slip ratio intervals, and executing a torque calculation strategy corresponding to the target slip ratio interval to generate an output torque; The vehicle is torque controlled according to the output torque.

2. The method according to claim 1, characterized in that The slip ratio range includes a first slip ratio range, a second slip ratio range and a third slip ratio range; the slip ratio in the second slip ratio range is greater than the slip ratio in the first slip ratio range, and the slip ratio in the second slip ratio range is less than the slip ratio in the third slip ratio range; The output torque includes a first output torque, a second output torque and a third output torque; The torque calculation strategy corresponding to the second slip ratio range includes: The second output torque is calculated according to a requested braking torque of the vehicle and a correction coefficient, wherein the requested braking torque is a torque obtained according to a braking displacement of a brake pedal of the vehicle, and the correction coefficient is calculated according to the actual slip ratio and the second slip ratio range.

3. The method according to claim 2, characterized in that The torque calculation strategy corresponding to the third slip ratio interval includes: A preset torque is determined as the third output torque, wherein the preset torque is a minimum auxiliary braking torque that does not affect wheel speed regulation of the vehicle.

4. The method according to any one of claims 1 to 3, characterized in that: The calculating, according to the wheel speed of the vehicle and a plurality of preset coefficients, an actual slip rate and a plurality of slip rate intervals of the vehicle comprises: Calculating a first slip ratio of the vehicle according to the wheel speed of the left driving wheel and the wheel speed of the left driven wheel of the vehicle; Calculating a second slip ratio of the vehicle according to the wheel speed of the right driving wheel and the wheel speed of the right driven wheel of the vehicle; determining a maximum value of the first slip ratio and the second slip ratio as an actual slip ratio of the vehicle; Multiplying the average wheel speed of the vehicle by each preset coefficient respectively to obtain a plurality of slip rate thresholds; The plurality of slip ratio intervals are generated according to the plurality of slip ratio thresholds.

5. The method according to any one of claims 2 or 3, characterized in that: The torque calculation strategy corresponding to the first slip ratio range includes: The first output torque is calculated according to proportional-integral-derivative (PID) closed-loop control.

6. The method according to claim 4, characterized in that The calculating the first slip ratio of the vehicle according to the wheel speed of the left driving wheel and the wheel speed of the left driven wheel of the vehicle comprises: Calculating a first difference between the wheel speed of the left driving wheel and the wheel speed of the left driven wheel; determining the first slip ratio as the ratio of the first difference to the wheel speed of the left driven wheel; Accordingly, calculating the second slip ratio of the vehicle according to the wheel speed of the right driving wheel and the wheel speed of the right driven wheel of the vehicle includes: Calculating a second difference between the wheel speed of the right driving wheel and the wheel speed of the right driven wheel; The ratio of the second difference to the wheel speed of the right driven wheel is determined as the second slip ratio.

7. A torque control device, characterized in that: include: An acquisition module, used for acquiring the wheel speed of the vehicle when the vehicle is in a braking state; A calculation module, configured to calculate an actual slip rate and a plurality of slip rate intervals of the vehicle according to a wheel speed of the vehicle and a plurality of preset coefficients; a processing module, configured to determine a target slip ratio interval corresponding to the actual slip ratio in the plurality of slip ratio intervals, and execute a torque calculation strategy corresponding to the target slip ratio interval to generate an output torque; A control module performs torque control on the vehicle according to the output torque.

8. An electronic device, characterized in that: include: Memory, processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 6 when executed by a processor.

10. A computer program product, characterized in that The invention comprises a computer program, which implements the method according to any one of claims 1 to 6 when being executed by a processor.

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