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

Abstract

Embodiments of the present application provide a torque control method, device, equipment, medium and program product. The method comprises the following steps: first, when the vehicle is in a braking state, the wheel speed of the vehicle is obtained; then, according to the wheel speed of the vehicle and a plurality of preset coefficients, the actual slip rate of the vehicle and a plurality of slip rate intervals are calculated; then, the target slip rate interval corresponding to the actual slip rate in the plurality of slip rate intervals is determined, and a torque calculation strategy corresponding to the target slip rate interval is executed to generate an output torque; finally, the vehicle is controlled according to the output torque, and by this method, the stability and accuracy of the vehicle during braking are improved.

Description

TECHNICAL FIELD

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

[0002] The brake energy recovery system is one of the core energy-saving technologies in hybrid and pure electric vehicles. Mainly, when the vehicle is decelerating or braking, the motor is loaded in reverse to provide auxiliary braking torque to reduce the vehicle speed, and the kinetic energy of the vehicle is converted into electrical energy and stored in the battery to improve the energy efficiency of the vehicle. However, the response speed and accuracy of the auxiliary braking torque greatly affect the coordination effect of 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 to ensure the driving safety of the vehicle and improve the energy efficiency of the vehicle.

[0003] In the prior art, open-loop control is usually used to quickly adjust the auxiliary braking torque. Specifically, a predetermined braking torque curve is first set, and then the torque output is quickly adjusted according to the operating state of the vehicle (such as vehicle speed, load, etc.). Since it does not depend on the feedback mechanism, the adjustment response is fast, 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 can easily lead to unstable braking effect. SUMMARY

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

[0006] In a first aspect, the embodiments of the present application provide a torque control method, comprising:

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

[0008] According to the wheel speed of the vehicle and a plurality of preset coefficients, the actual slip rate of the vehicle and a plurality of slip rate intervals are calculated;

[0009] The actual slip rate is determined in the corresponding target slip rate interval of the plurality of slip rate intervals, and the torque calculation strategy corresponding to the target slip rate interval is executed to generate an output torque;

[0010] According to the output torque, the torque control of the vehicle is performed.

[0011] In a possible implementation, the slip rate interval includes a first slip rate interval, a second slip rate interval, and a third slip rate interval; a slip rate in the second slip rate interval is greater than a slip rate in the first slip rate interval, and a slip rate in the second slip rate interval is less than a slip rate in the third slip rate interval; and 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 rate interval includes:

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

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

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

[0016] In a possible implementation, the actual slip rate and the plurality of slip rate intervals of the vehicle are calculated according to a wheel speed of a wheel of the vehicle and a plurality of preset coefficients, including:

[0017] A first slip rate of the vehicle is calculated according to a wheel speed of a left drive wheel of the vehicle and a wheel speed of a left driven wheel.

[0018] A second slip rate of the vehicle is calculated according to a wheel speed of a right drive wheel of the vehicle and a wheel speed of a right driven wheel.

[0019] A maximum value of the first slip rate and the second slip rate is determined as the actual slip rate of the vehicle.

[0020] The average wheel speed of the vehicle is multiplied by each preset coefficient to obtain a plurality of slip rate thresholds.

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

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

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

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

[0025] calculating a first difference between the wheel speed of the left drive wheel and the wheel speed of the left driven wheel;

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

[0027] Correspondingly, the calculating the second slip ratio of the vehicle according to the wheel speed of the right drive wheel and the wheel speed of the right driven wheel comprises:

[0028] calculating a second difference between the wheel speed of the right drive wheel and the wheel speed of the right driven wheel;

[0029] determining the second difference and the wheel speed of the right driven wheel 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 configured to acquire wheel speeds of wheels of a vehicle when the vehicle is in a braking state;

[0032] a calculation module configured to calculate an actual slip ratio of the vehicle and a plurality of slip ratio intervals according to the wheel speeds of the wheels 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 configured to perform torque control on the vehicle according to the output torque.

[0035] In a possible implementation, the plurality of slip ratio intervals comprises a first slip ratio interval, a second slip ratio interval and a third slip ratio interval; a slip ratio in the second slip ratio interval is greater than a slip ratio in the first slip ratio interval, and a slip ratio in the second slip ratio interval is less than a slip ratio in the third slip ratio interval; and the output torque comprises a first output torque, a second output torque and a third output torque.

[0036] the torque calculation strategy corresponding to the second slip ratio interval comprises:

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

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

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

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

[0041] The first slip ratio of the vehicle is calculated according to a wheel speed of a left drive wheel of the vehicle and a wheel speed of a left driven wheel of the vehicle.

[0042] The second slip ratio of the vehicle is calculated according to a wheel speed of a right drive wheel of the vehicle and a wheel speed of a right driven wheel of the vehicle.

[0043] The maximum value of the first slip ratio and the second slip ratio is determined as the actual slip ratio of the vehicle.

[0044] The average wheel speed of the vehicle is multiplied by each preset coefficient respectively to obtain a plurality of slip ratio thresholds.

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

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

[0049] A first difference value between the wheel speed of the left drive wheel and the wheel speed of the left driven wheel is calculated.

[0050] The first difference value and a proportion of the wheel speed of the left driven wheel are determined as the first slip ratio.

[0051] Correspondingly, the second slip ratio of the vehicle is calculated according to the wheel speed of the right drive wheel of the vehicle and the wheel speed of the right driven wheel of the vehicle, including:

[0052] A second difference value between the wheel speed of the right drive wheel and the wheel speed of the right driven wheel is calculated.

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

[0054] In a third aspect, an electronic device is provided, 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 first aspect and / or various possible implementation manners of the first aspect.

[0057] In a fourth aspect, a computer-readable storage medium is provided, and the computer-readable storage medium stores computer-executable instructions. When the computer-executable instructions are executed by a processor, the computer-executable instructions are used to implement the first aspect and / or various possible implementation manners of the first aspect.

[0058] In a fifth aspect, a computer program product is provided, and the computer program product includes a computer program. When the computer program is executed by a processor, the computer program implements the first aspect and / or various possible implementation manners of the first aspect.

[0059] The torque control method, device, equipment, medium and program product provided by the embodiments of the present application can obtain the wheel speed of the vehicle when the vehicle is in a braking state. Then, according to the wheel speed of the vehicle and a plurality of preset coefficients, the actual slip ratio of the vehicle and a plurality of slip ratio intervals are calculated. Then, the target slip ratio interval corresponding to the actual slip ratio in the plurality of slip ratio intervals is determined, and a torque calculation strategy corresponding to the target slip ratio interval is executed to generate an output torque. In this way, the slip state of the wheel is evaluated through the slip ratio interval in which the actual slip ratio of the wheel is located, and the braking torque is adjusted accordingly, so as to ensure the accuracy and stability of the output of the braking torque. Finally, the vehicle is controlled according to the output torque, so as to accurately control the braking torque of the vehicle, prevent the wheel from losing adhesion, and improve the controllability and safety of the vehicle during braking. BRIEF DESCRIPTION OF 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 Flowchart of the torque control method provided by the embodiments of the present application Figure 1 ;

[0062] Figure 2 Flowchart of the torque control method provided by the embodiments of the present application Figure 2 ;

[0063] Figure 3 A structure diagram of a torque control device provided for an embodiment of the present application is shown in the following figure.

[0064] Figure 4 A structure diagram of an electronic device provided for an embodiment of the present application is shown in the following figure.

[0065] The specific embodiments of the present application have been shown in the above figures, and will be described in more detail hereinafter. These figures and the written description are not intended to limit the scope of the present application in any way, but to illustrate the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0066] The exemplary embodiments will be described in detail herein with reference to the accompanying drawings. In the following description, unless otherwise indicated, like numbers in the different figures indicate like components. The following exemplary embodiments are described with reference to the figures. The embodiments described in the following exemplary embodiments do not represent all the implementations in accordance with the present application. Rather, they are merely examples of apparatus and methods in accordance 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 converts the kinetic energy of the vehicle into electrical energy and stores it in the battery through the reverse operation of the motor when the vehicle is decelerating or braking, not only reducing the wear and heat loss of the friction brake system, but also improving the energy efficiency of the vehicle. However, the response speed and accuracy of the auxiliary braking torque greatly affect the coordination effect of 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 driving safety and improving the energy efficiency of the vehicle.

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

[0069] However, since open-loop control outputs torque values only through a pre-set braking torque curve, i.e., directly calculates torque output according to the input target value or a certain correction coefficient, and does not adjust torque values in real time according to the system parameters of the vehicle, it cannot adapt to nonlinear slip rate changes and external disturbances, resulting in sawtooth fluctuations in torque output. Such fluctuations not only affect the slip rate control accuracy, but also cause fatigue wear and impact load to key components such as axle bearings and cross shafts, affecting the reliability and service life of the vehicle transmission system.

[0070] Based on this, this application proposes a torque control method. Common torque control methods typically employ a single approach. For example, while a single open-loop control method can provide rapid braking torque control during braking, it cannot adjust torque based on the vehicle's real-time status, leading to inaccurate torque control. Closed-loop control, while offering more accurate braking torque control, suffers from slow response times, potentially causing tire lock-up. Therefore, by adopting different torque control calculation strategies based on the vehicle's real-time status, the advantages of both open-loop and closed-loop control methods can be combined. This improves the response speed of the vehicle's braking system while ensuring the stability of braking control, effectively suppressing wheel slippage, reducing the activation frequency of the anti-lock braking system (ABS), and increasing regenerative braking, thereby reducing vehicle energy consumption.

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

[0072] Figure 1 A flowchart illustrating the torque control method provided in this application embodiment. Figure 1 ,like Figure 1 As shown, the method includes:

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

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

[0075] It should be noted that when a vehicle is turning or on a road surface with different friction coefficients, the slip ratio of the left and right wheels may be different. By obtaining the wheel speeds of different wheels, we can better understand the vehicle's current real-time status and further adjust the vehicle's braking torque.

[0076] Understandably, when a vehicle is braking, acquiring the wheel speed signals of the entire vehicle's drive wheels and driven wheels provides real-time and accurate input data to the vehicle's braking system, ensuring the accuracy of subsequent torque adjustments.

[0077] S102. Calculate the actual slip ratio and multiple slip ratio ranges of the vehicle based on the wheel speed and multiple preset coefficients.

[0078] 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; and 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 the plurality of slip rate intervals, which can be determined by the road friction coefficient, can be determined based on vehicle dynamics simulation, and can be determined based on empirical data and experimental calibration. The specific determination method of the preset coefficient can be determined according to the actual situation, and the embodiments of the present application do not make specific limitations here.

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

[0081] It can be understood that the actual slip rate of the vehicle is calculated by the wheel speed of different wheels of the vehicle obtained by the vehicle-mounted sensor, and the plurality of slip rate intervals are calculated according to the actual slip rate of the vehicle and the plurality of preset coefficients, so that the braking strategy can be dynamically adjusted according to the real-time braking state of the vehicle subsequently, thereby improving the braking performance and safety of the vehicle.

[0082] S103, determining a target slip rate interval corresponding to the actual slip rate in the plurality of slip rate intervals, and executing a torque calculation strategy corresponding to the target slip rate interval to generate an output torque.

[0083] It can be understood that by matching the actual slip rate with the target slip rate interval and executing the corresponding torque calculation strategy, the braking demand under different working conditions can be dynamically adapted to ensure braking safety and control stability. At the same time, in the target slip rate interval, the torque output is reasonably distributed to reduce energy loss during braking, improve braking energy recovery efficiency, prolong the service life of brake system components, and reduce maintenance costs.

[0084] S104, performing torque control on the vehicle according to the output torque.

[0085] It can be understood that the torque control of the vehicle by the output torque generated according to the corresponding torque calculation strategy according to the real-time state of the vehicle can realize more accurate and dynamic torque control of the vehicle. Not only the braking performance and safety of the vehicle are improved, but also the energy consumption and the service life of the vehicle are optimized.

[0086] The torque control method provided by the embodiment of the application can obtain the wheel speed of the vehicle when the vehicle is in the braking state. Then, the actual slip rate of the vehicle and a plurality of slip rate intervals are calculated according to the wheel speed of the vehicle and a plurality of preset coefficients. Then, the target slip rate interval corresponding to the actual slip rate in the plurality of slip rate intervals is determined, and the torque calculation strategy corresponding to the target slip rate interval is executed to generate the output torque. In this way, the slip state of the wheel is evaluated through the slip rate interval in which the actual slip rate of the wheel is located, and the braking torque is adjusted accordingly, so as to ensure the accuracy and stability of the output of the braking torque. Finally, the vehicle is controlled according to the output torque, so as to accurately control the braking torque of the vehicle, prevent the wheel from losing adhesion, and improve the controllability and safety of the vehicle during braking.

[0087] In an implementable manner, the torque calculation strategy corresponding to the second slip rate interval is to calculate the second output torque according to the requested braking torque of the vehicle and the correction coefficient.

[0088] The requested braking torque is the 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 rate and the second slip rate interval.

[0089] It should be noted that when the actual slip rate of the vehicle is in the second slip rate interval (i.e., the medium slip rate interval), the vehicle braking system needs to respond quickly to prevent the tire from losing adhesion further. Therefore, the open-loop control can be used to output the braking torque of the vehicle quickly, that is, the product of the correction coefficient and the requested braking torque of the vehicle is used to calculate the output torque. Further, since the open-loop control has no feedback mechanism, the output torque of the open-loop control needs to be assigned to a proportional-integral-derivative (PID) controller and a lower threshold value is set, and the PID controller is used to fine-tune the output torque to ensure that the system can respond quickly and accurately.

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

[0091] k = f (Pos, Neg)

[0092] Wherein, 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] Accordingly, the specific formula for calculating the output torque is as follows:

[0094] T s =Tbrk req *k

[0095] Where k is the correction coefficient, T s For output torque, Tbrk req The requested braking torque for the vehicle.

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

[0097] Optionally, the torque calculation strategy corresponding to the first slip ratio range can be based on PID closed-loop control to calculate the first output torque.

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

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

[0100]

[0101]

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

[0103] In one possible approach, the torque calculation strategy corresponding to the third slip ratio range is to determine the preset torque as the third output torque.

[0104] The preset torque is a 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 value close to 0Nm, and the specific preset torque value is not limited herein.

[0105] It can be understood that, when the actual slip ratio is in the third slip ratio interval, the vehicle braking system directly exits the minimum auxiliary braking torque that does not affect the wheel speed regulation of the vehicle to prevent the tire from slipping or the vehicle from losing control, and starts the vehicle anti-lock braking system.

[0106] Figure 2 Flowchart of the torque control method provided by the embodiment Figure 2 As shown in Figure 1 the embodiment, on the basis of the embodiment, the method for calculating the actual slip ratio of the vehicle and the plurality of slip ratio intervals is described in detail, and the method comprises the following steps of: Figure 3

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

[0108] In an implementable manner, first, a first difference value between the wheel speed of the left drive wheel and the wheel speed of the left driven wheel is calculated; then, a proportion of the first difference value to the wheel speed of the left driven wheel is determined as the first slip ratio.

[0109] Specifically, the first slip ratio calculation formula is as follows:

[0110]

[0111] wherein, S 左 is the first slip ratio; v r左 is the wheel speed of the left drive wheel; and v f左 is the wheel speed of the left driven wheel.

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

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

[0114] In an implementable manner, first, a second difference value between the wheel speed of the right drive wheel and the wheel speed of the right driven wheel is calculated; then, a proportion of the second difference value to the wheel speed of the right driven wheel is determined as the second slip ratio.

[0115] Specifically, the second slip ratio calculation formula is as follows:

[0116] ​

[0117] wherein S 右 is the second slip ratio; v r右 is the wheel speed of the right drive wheel; v f右 is the wheel speed of the right driven wheel.

[0118] The calculation process of the specific second slip ratio is the same as that of the first slip ratio, and the embodiments of the present application do not repeat it here.

[0119] S203, determining the maximum value between the first slip ratio and the second slip ratio as the actual slip ratio of the vehicle.

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

[0121] S = max (S 左 , S 右 )

[0122] wherein S is the actual slip ratio, S 左 is the first slip ratio, and S 右 is the second slip ratio.

[0123] It should be noted that in the first slip ratio and the second slip ratio, the wheel with a larger slip ratio is more likely to approach the critical adhesion point (or exceed the adhesion point into the sliding area), and is prone to skidding or loss of control, so taking the maximum slip ratio between the two as the actual slip ratio can ensure that the most dangerous wheel is controlled first, thereby reducing the risk of vehicle loss of control.

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

[0125] S204, multiplying the average wheel speed of the vehicle by each preset coefficient to obtain a plurality of slip ratio thresholds.

[0126] The preset coefficient can be determined according to experience or derived by a model, and the specific preset coefficient can be determined according to the actual situation, and the embodiments of the present application do not make specific limitations here.

[0127] It should be noted that under different working conditions, the speed of the left and right wheels may have some differences, for example, 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 a plurality of slip ratio thresholds.

[0128] It can be understood that by obtaining multiple slip rate thresholds, a boundary point of the slip rate is determined, thereby generating multiple slip rate intervals, so as to determine a corresponding target slip rate interval in the multiple slip rate intervals according to the actual slip rate subsequently, and dynamically execute the torque calculation strategy.

[0129] S205, generating multiple slip rate intervals according to the 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: the first slip rate interval is 0≤S≤S2; the second slip rate interval is S2≤S≤S3; and the third slip rate interval is S3≤S.

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

[0132] Figure 3 A structural schematic diagram of a torque control device provided by the embodiment of the present application is shown in FIG. 1. As shown in FIG. 1, the torque control device 30 provided by the embodiment of the present application comprises: Figure 4

[0133] The obtaining module 301 is configured to obtain a wheel speed of the vehicle when the vehicle is in a braking state.

[0134] The calculating module 302 is configured to calculate an actual slip rate of the vehicle and multiple slip rate intervals according to the wheel speed of the vehicle and multiple preset coefficients.

[0135] The processing module 303 is configured to determine a target slip rate interval corresponding to the actual slip rate in the multiple slip rate intervals, and execute a torque calculation strategy corresponding to the target slip rate interval to generate an output torque.

[0136] The control module 304 is configured to perform torque control on the vehicle according to the output torque.

[0137] In a possible implementation, the slip rate intervals comprise 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; and the output torque comprises a first output torque, a second output torque and a third output torque.

[0138] The torque calculation strategy corresponding to the second slip rate interval comprises:

[0139] ​According to the requested braking torque of the vehicle and the correction coefficient, the second output torque is calculated, 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 interval.

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

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

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

[0143] According to the wheel speed of the left drive wheel of the vehicle and the wheel speed of the left driven wheel, the first slip ratio of the vehicle is calculated.

[0144] According to the wheel speed of the right drive wheel of the vehicle and the wheel speed of the right driven wheel, the second slip ratio of the vehicle is calculated.

[0145] The maximum value of the first slip ratio and the second slip ratio is determined as the actual slip ratio of the vehicle.

[0146] The average wheel speed of the vehicle is multiplied by each preset coefficient respectively to obtain a plurality of slip ratio thresholds.

[0147] According to the plurality of slip ratio thresholds, a plurality of slip ratio intervals are generated.

[0148] In a possible implementation, 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] A first difference value of the wheel speed of the left drive wheel and the wheel speed of the left driven wheel is calculated.

[0152] The first difference value and the proportion of the wheel speed of the left driven wheel are determined as the first slip ratio.

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

[0154] A second difference value of the wheel speed of the right drive wheel and the wheel speed of the right driven wheel is calculated.

[0155] The second difference value and the proportion of the wheel speed of the right driven wheel are determined as the second slip ratio.

[0156] The torque control device provided in the embodiment can execute the method provided in the method embodiment, and has similar implementation principles and technical effects, which will not be repeated here.

[0157] Figure 4 A structural schematic diagram of an electronic device provided in the application is shown in FIG. 4. As shown in FIG. 4, the electronic device 40 provided in the embodiment includes at least one processor 401 and a memory 402. Optionally, the device 40 further includes a communication component 403. The processor 401, the memory 402 and the communication component 403 are connected through a bus 404. ​

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

[0159] The specific implementation process of the processor 401 can refer to the method embodiments described above, which has similar implementation principles and technical effects, and will not be repeated here.

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

[0161] The memory can include a random access memory (RAM), and can also include a non-volatile memory (NVM), for example, at least one disk memory.

[0162] ​The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (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 the convenience of representation, the bus in the drawings of the present application does not limit to only one bus or one type of bus.

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

[0164] The present application also provides a computer readable storage medium, which stores computer execution instructions, and when a processor executes the computer execution instructions, the method described above is implemented.

[0165] The readable storage medium described above can be realized by any type of volatile or non-volatile storage device or their combination, 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 storage, 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 the processor, so that the processor can read information from the readable storage medium, and can write information to the readable storage medium. Of course, the readable storage medium can also be an integral part of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in the device.

[0167] The division of units is only a logical functional division, and in actual implementation, there can be another division manner, for example, multiple 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 interfaces, devices or units, which can be electrical, mechanical or other forms.

[0168] The units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, i.e., may be located in one place, or may be distributed to multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0169] In addition, each functional unit in various embodiments of the application can be integrated into one processing unit, or each unit can exist physically, or two or more units can be integrated into one unit.

[0170] If the function is realized in the form of a software function 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 solutions of the application essentially or the part that contributes to the prior art or part 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 number 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 various embodiment methods of the application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

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

[0172] Finally, it should be noted that those skilled in the art, after considering the specification and practicing the application disclosed herein, will easily think of other embodiments of the application. The application is intended to cover any variations, uses, or adaptations of the application that follow the general principles of the application and include common knowledge or conventional technical means in the art that are not disclosed by the application, and is not limited to the precise structure described above and shown in the drawings, and various modifications and changes can be made without departing from the scope thereof. The scope of the application is only limited by the appended claims.

Claims

1. A torque control method characterized by, The method comprises the following steps: acquiring wheel speeds of wheels of the vehicle when the vehicle is in a braking state; calculating an actual slip ratio of the vehicle and a plurality of slip ratio intervals according to the wheel speeds of the wheels of the vehicle and a plurality of preset coefficients; determining a target slip ratio interval corresponding to the actual slip ratio in the plurality of slip ratio intervals, and performing a torque calculation strategy corresponding to the target slip ratio interval to generate an output torque; controlling the vehicle according to the output torque; the slip ratio intervals comprise a first slip ratio interval, a second slip ratio interval and a third slip ratio interval; a slip ratio in the second slip ratio interval is greater than a slip ratio in the first slip ratio interval, and a slip ratio in the second slip ratio interval is less than a slip ratio in the third slip ratio interval; the output torque comprises a first output torque, a second output torque and a third output torque; the torque calculation strategy corresponding to the second slip ratio interval comprises: calculating the second output torque according to a requested braking torque of the vehicle and a correction coefficient, the requested braking torque being a torque obtained according to a braking displacement of a brake pedal of the vehicle, and the correction coefficient being calculated according to the actual slip ratio and the second slip ratio interval.

2. The method of claim 1, wherein, the torque calculation strategy corresponding to the third slip ratio interval comprises: determining a preset torque as the third output torque, the preset torque being a minimum auxiliary braking torque that does not affect wheel speed regulation of the vehicle.

3. The method according to claim 1 or 2, characterized in that, The calculation of the actual slip ratio of the vehicle and the plurality of slip ratio intervals according to the wheel speeds of the wheels of the vehicle and the plurality of preset coefficients comprises: calculating a first slip ratio of the vehicle according to a wheel speed of a left drive wheel of the vehicle and a wheel speed of a left driven wheel; calculating a second slip ratio of the vehicle according to a wheel speed of a right drive wheel of the vehicle and a wheel speed of a right driven wheel; determining a maximum value of the first slip ratio and the second slip ratio as the actual slip ratio of the vehicle; multiplying an average wheel speed of the vehicle by each preset coefficient to obtain a plurality of slip ratio thresholds; generating the plurality of slip ratio intervals according to the plurality of slip ratio thresholds.

4. The method according to claim 1 or 2, characterized in that, the torque calculation strategy corresponding to the first slip ratio interval comprises: calculating the first output torque according to proportional-integral-derivative (PID) closed-loop control.

5. The method of claim 3, wherein, The calculation of the first slip ratio of the vehicle according to the wheel speed of the left drive wheel of the vehicle and the wheel speed of the left driven wheel comprises: calculating a first difference value of the wheel speed of the left drive wheel and the wheel speed of the left driven wheel; determining a proportion of the first difference value and the wheel speed of the left driven wheel as the first slip ratio. Correspondingly, the calculation of the second slip ratio of the vehicle according to the wheel speed of the right drive wheel of the vehicle and the wheel speed of the right driven wheel comprises: calculating a second difference value of the wheel speed of the right drive wheel and the wheel speed of the right driven wheel; determining a proportion of the second difference value and the wheel speed of the right driven wheel as the second slip ratio.

6. A torque control device characterized by comprising: The method comprises the following steps: an acquiring module, configured to acquire wheel speeds of wheels of the vehicle when the vehicle is in a braking state; A calculating module is configured to calculate an actual slip ratio of the vehicle and a plurality of slip ratio intervals according to wheel speeds of wheels of the vehicle and a plurality of preset coefficients; A processing module is 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 is configured to perform torque control on the vehicle according to the output torque.

7. An electronic device, comprising: Comprise: A memory, a processor; The memory stores computer execution instructions; The processor executes the computer execution instructions stored in the memory, so that the processor executes the method in any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer execution instructions, and the computer execution instructions are executed by the processor to implement the method in any one of claims 1-5.

9. A computer program product, characterised in that, Comprise a computer program, the computer program is executed by the processor to implement the method in any one of claims 1-5.

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