Automobile torque control method and device, vehicle control unit and storage medium

Abstract

The invention relates to an automobile torque control method and device, a vehicle control unit and a storage medium. The method comprises the steps that in the parking braking process of an automobile, if a comfortable braking function flag bit of the automobile in the current parking braking period is in an activated state, the rotating speed of an automobile motor is obtained; according to the motor rotating speed and the automobile braking torque, the feedforward torque of the automobile is obtained; according to the rotating speed of the motor, the target deceleration of the automobile is obtained, and the feedback torque of the automobile is obtained through the target deceleration and the actual deceleration of the automobile; according to the feedforward torque, the feedback torque and the braking torque, the target torque of the automobile is obtained, and a torque control instruction of the automobile in the current parking braking period is generated according to the target torque; the torque control instruction is used for adjusting the motor torque of the automobile to be output to the target torque so as to control parking braking of the automobile. By adopting the method, the automobile torque control precision can be improved.

Description

Technical Field

[0001] The present application relates to the field of automobile control technology, and in particular to an automobile torque control method, device, vehicle controller, storage medium, and computer program product. Background Art

[0002] With the development of automobile control technology, a technology has emerged that introduces driving torque during parking to achieve comfortable braking. This technology can introduce driving torque during parking, thereby reducing the rate of change of vehicle deceleration during parking braking, thereby reducing the pitch feeling of the vehicle during parking, and improving the driver's driving experience.

[0003] However, if the output control of the driving torque is unreasonable, it may lead to unreasonable deceleration setting, resulting in the inability to suppress the vehicle body pitch phenomenon, or insufficient deceleration, or even accelerated movement. It can be seen that the existing vehicle torque control method has low vehicle torque control accuracy. Summary of the Invention

[0004] Based on this, it is necessary to provide a vehicle torque control method, device, vehicle controller, computer-readable storage medium and computer program product that can improve the vehicle torque control accuracy in order to address the above technical problems.

[0005] In a first aspect, the present application provides a method for controlling vehicle torque, comprising:

[0006] During a parking brake process of a vehicle, if a comfort brake function flag of the vehicle in a current parking brake cycle is in an activated state, obtaining a motor speed of the vehicle in the current parking brake cycle;

[0007] obtaining a feedforward torque of the vehicle in the current parking brake cycle according to the motor speed and the braking torque of the vehicle in the current parking brake cycle;

[0008] obtaining a target deceleration of the vehicle in a current parking brake cycle according to the motor speed, and obtaining a feedback torque of the vehicle in the current parking brake cycle using the target deceleration and an actual deceleration of the vehicle in the current parking brake cycle;

[0009] Based on the feedforward torque, the feedback torque and the braking torque, the target torque of the vehicle in the current parking brake cycle is obtained, and a torque control instruction for the vehicle in the current parking brake cycle is generated based on the target torque; the torque control instruction is used to adjust the motor torque output of the vehicle to the target torque to control the parking brake of the vehicle.

[0010] In one embodiment, obtaining the target deceleration of the vehicle in the current parking brake cycle based on the motor speed includes: obtaining a baseline target deceleration that matches the motor speed from a pre-constructed first mapping relationship; the first mapping relationship stores a correspondence between different motor speeds and different baseline target decelerations; wherein the magnitude of the baseline target deceleration is positively correlated with the motor speed; and obtaining the target deceleration of the vehicle in the current parking brake cycle based on the baseline target deceleration.

[0011] In one embodiment, obtaining the target deceleration of the vehicle in the current parking brake cycle based on the baseline target deceleration includes: obtaining the target deceleration correction coefficient of the vehicle corresponding to the current parking brake process of the vehicle; the target deceleration correction coefficient is obtained based on the historical parking brake behavior of the vehicle corresponding to the historical parking brake process in which the comfort braking function flag is activated; and using the target deceleration correction coefficient to correct the baseline target deceleration to obtain the target deceleration of the vehicle in the current parking brake cycle.

[0012] In one embodiment, obtaining the target deceleration correction coefficient of the vehicle corresponding to the current parking braking process of the vehicle includes: obtaining the number of the first historical parking braking process in which the comfort braking function flag is in an activated state during the historical parking braking process; the first historical parking braking process includes that after the comfort braking function flag is in an activated state during the historical parking braking process, the real-time braking torque of the vehicle is greater than the initial braking torque, and the difference between the real-time braking torque and the initial braking torque is greater than a first difference threshold; wherein the initial braking torque is the braking torque when the comfort braking function flag is activated during the historical parking braking process; when the number of the first historical parking braking process is greater than a first preset number threshold, using the first deceleration correction coefficient as the target deceleration correction coefficient; wherein the first deceleration correction coefficient is used to increase the magnitude of the baseline target deceleration.

[0013] In one embodiment, obtaining the target deceleration correction coefficient of the vehicle corresponding to the current parking braking process of the vehicle includes: obtaining the number of second historical parking braking processes in which the comfort braking function flag is in an activated state during the historical parking braking process; the second historical parking braking process includes that after the comfort braking function flag is in an activated state during the historical parking braking process, the real-time braking torque of the vehicle is less than the initial braking torque, and the difference between the real-time braking torque and the initial braking torque is less than a second difference threshold; wherein the initial braking torque is the braking torque when the comfort braking function flag is activated during the historical parking braking process; when the number of the second historical parking braking process is greater than a second preset number threshold, using a second deceleration correction coefficient as the target deceleration correction coefficient; wherein the second deceleration correction coefficient is used to reduce the magnitude of the baseline target deceleration.

[0014] In one embodiment, the target deceleration and the actual deceleration of the vehicle in the current parking brake cycle are used to obtain the feedback torque of the vehicle in the current parking brake cycle, including: obtaining the deceleration difference and the deceleration difference change rate of the vehicle in the current parking brake cycle based on the target deceleration and the actual deceleration; the deceleration difference is the difference between the target deceleration and the actual deceleration; obtaining the feedback torque that matches the deceleration difference and the deceleration difference change rate from a pre-constructed second mapping relationship; the second mapping relationship stores the correspondence between different feedback torques and different deceleration differences and different deceleration difference change rates; wherein the feedback torque is negatively correlated with the deceleration difference and the deceleration difference change rate.

[0015] In one embodiment, obtaining the feedforward torque of the vehicle in the current parking brake cycle based on the motor speed and the braking torque of the vehicle in the current parking brake cycle includes: obtaining a reference feedforward torque that matches the motor speed and the braking torque from a pre-constructed third mapping relationship; the third mapping relationship stores a correspondence between different reference feedforward torques and different motor speeds and different braking torques; wherein the reference feedforward torque is positively correlated with the motor speed and the braking torque; and obtaining the feedforward torque of the vehicle in the current parking brake cycle based on the reference feedforward torque.

[0016] In one embodiment, obtaining the feedforward torque of the vehicle in the current parking brake cycle based on the reference feedforward torque includes: obtaining a feedforward torque correction coefficient of the vehicle in the current parking brake cycle according to the slope of the vehicle in the current parking brake cycle, and correcting the reference feedforward torque using the feedforward torque correction coefficient to obtain a corrected feedforward torque; and obtaining the feedforward torque of the vehicle in the current parking brake cycle according to the corrected feedforward torque and the braking torque.

[0017] In one embodiment, the feedforward torque of the vehicle in the current parking brake cycle is obtained based on the corrected feedforward torque and the braking torque, including: when the corrected feedforward torque is less than or equal to the braking torque, using the corrected feedforward torque as the feedforward torque of the vehicle in the current parking brake cycle; when the corrected feedforward torque is greater than the braking torque, using the braking torque as the feedforward torque of the vehicle in the current parking brake cycle.

[0018] In one embodiment, generating a torque control instruction for the vehicle in the current parking brake cycle based on the target torque includes: obtaining the initial deceleration of the vehicle when the comfort braking function flag is activated during the current parking brake process; obtaining a deceleration conversion gradient of the vehicle in the current parking brake process based on the initial deceleration of the vehicle, and obtaining a torque conversion gradient of the vehicle in the current parking brake process based on the deceleration conversion gradient; generating a torque control instruction for the vehicle in the current parking brake cycle based on the target torque and the torque conversion gradient; the torque control instruction is used to adjust the motor torque output of the vehicle to the target torque according to the torque conversion gradient to control the parking brake of the vehicle.

[0019] In a second aspect, the present application further provides an automobile torque control device, comprising:

[0020] a motor speed acquisition module, configured to acquire the motor speed of the vehicle in the current parking brake cycle if the comfort braking function flag of the vehicle is activated during the parking brake process;

[0021] a feedforward torque acquisition module, configured to acquire the feedforward torque of the vehicle in the current parking brake cycle according to the motor speed and the braking torque of the vehicle in the current parking brake cycle;

[0022] a feedback torque acquisition module, configured to acquire a target deceleration of the vehicle in a current parking brake cycle according to the motor speed, and to obtain a feedback torque of the vehicle in the current parking brake cycle using the target deceleration and the actual deceleration of the vehicle in the current parking brake cycle;

[0023] A control instruction generation module is used to obtain the target torque of the vehicle in the current parking brake cycle based on the feedforward torque, the feedback torque and the braking torque, and generate a torque control instruction for the vehicle in the current parking brake cycle based on the target torque; the torque control instruction is used to adjust the motor torque output of the vehicle to the target torque to control the parking brake of the vehicle.

[0024] In a third aspect, the present application further provides a vehicle controller comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the method described in any one of the embodiments of the first aspect when executing the computer program.

[0025] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in any one of the embodiments of the first aspect.

[0026] In a fifth aspect, the present application also provides a computer program product, comprising a computer program, which, when executed by a processor, implements the steps of the method described in any one of the embodiments of the first aspect.

[0027] The above-mentioned automobile torque control method, device, vehicle controller, storage medium and computer program product obtain the motor speed of the automobile in the current parking brake cycle if the comfort braking function flag of the automobile in the current parking brake cycle is in an activated state during the parking brake process of the automobile; obtain the feedforward torque of the automobile in the current parking brake cycle based on the motor speed and the braking torque of the automobile in the current parking brake cycle; obtain the target deceleration of the automobile in the current parking brake cycle based on the motor speed, and use the target deceleration and the actual deceleration of the automobile in the current parking brake cycle to obtain the feedback torque of the automobile in the current parking brake cycle; obtain the target torque of the automobile in the current parking brake cycle based on the feedforward torque, feedback torque and braking torque, and generate a torque control instruction for the automobile in the current parking brake cycle based on the target torque; the torque control instruction is used to adjust the motor torque output of the automobile to the target torque to control the parking brake of the automobile. The present application can collect the motor speed of the vehicle in the current parking brake cycle if the comfort braking function is activated when the vehicle is parking. Then, the feedforward torque of the current parking brake cycle can be obtained based on the motor speed and the braking torque of the current parking brake cycle, and the target deceleration of the current parking brake cycle can be obtained based on the motor speed. The target deceleration and the actual deceleration are combined to obtain the feedback torque of the current parking brake cycle. The target torque of the vehicle in the current parking brake cycle is obtained by using the feedforward torque, feedback torque and braking torque. The torque control instruction is generated according to the target torque to adjust the motor torque output of the vehicle to the target torque to control the parking brake of the vehicle. In this way, the motor torque output can be controlled based on the feedforward torque, feedback torque and braking torque to achieve parking brake control, thereby improving the torque control accuracy of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0029] Figure 1 1 is a flow chart of a method for controlling automobile torque in one embodiment;

[0030] Figure 2 1 is a flow chart of obtaining the target deceleration in one embodiment;

[0031] Figure 3 A schematic diagram of a process for obtaining feedback torque in one embodiment;

[0032] Figure 4Schematic diagram of a process for obtaining feed-forward torque in one embodiment;

[0033] Figure 5 A schematic diagram of a process for generating a torque control command in one embodiment;

[0034] Figure 6 Schematic diagram of a flow chart of a method for controlling comfortable braking torque of a new energy vehicle according to an embodiment;

[0035] Figure 7 A schematic diagram of the control principle of comfort braking control in one embodiment;

[0036] Figure 8 is a structural block diagram of an automobile torque control device in one embodiment;

[0037] Figure 9 This is a diagram of the internal structure of a vehicle controller in one embodiment. DETAILED DESCRIPTION

[0038] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0039] In one embodiment, Figure 1 As shown, a method for controlling vehicle torque is provided. This embodiment uses the method applied to a vehicle controller as an example. In this embodiment, the method includes the following steps:

[0040] Step S101 : During the parking brake process of the vehicle, if the comfort brake function flag of the vehicle in the current parking brake cycle is in an activated state, the motor speed of the vehicle in the current parking brake cycle is obtained.

[0041] The "comfort brake function flag" indicates whether the vehicle's comfort brake function is activated. When the "comfort brake function flag" is active, the vehicle can activate the comfort brake function, which suppresses the rate of change in vehicle deceleration by outputting drive torque, thereby achieving comfortable braking during parking. The "current parking brake cycle" refers to any parking brake cycle during the vehicle's parking brake process, which can consist of multiple parking brake cycles. If the "comfort brake function flag" is active during the current parking brake cycle, it indicates that the comfort brake function is activated during the current parking brake cycle. The "motor speed" refers to the real-time motor speed during the current parking brake cycle, which can be collected by the vehicle's motor speed sensor.

[0042] Specifically, during the parking brake process, if the car starts the comfort braking function in the current parking brake cycle, that is, the comfort braking function flag is in the activated state, the vehicle controller can collect the motor speed of the car in the current parking brake cycle.

[0043] Step S102 : obtaining the feedforward torque of the vehicle in the current parking brake cycle according to the motor speed and the braking torque of the vehicle in the current parking brake cycle.

[0044] Feedforward torque refers to the feedforward amount in the driving torque control process. The feedforward torque can be calculated through the motor speed and the braking torque of the car in the current parking brake cycle. The braking torque is the torque output to achieve the parking brake of the car. The braking torque can be obtained based on the pedal displacement of the car in the current parking brake cycle. Specifically, after obtaining the motor speed, the vehicle controller can also collect the braking torque of the car in the current parking brake cycle, and thus use the motor speed and braking torque to obtain the feedforward torque of the car in the current parking brake cycle.

[0045] Step S103 , obtaining the target deceleration of the vehicle in the current parking brake cycle according to the motor speed, and obtaining the feedback torque of the vehicle in the current parking brake cycle by using the target deceleration and the actual deceleration of the vehicle in the current parking brake cycle.

[0046] The target deceleration refers to the deceleration target of the vehicle in the current parking brake cycle, the actual deceleration refers to the actual deceleration of the vehicle in the current parking brake cycle, and the feedback torque is the feedback amount in the driving torque control process. The feedback torque can be calculated based on the target deceleration and the actual deceleration.

[0047] Specifically, after obtaining the motor speed, the vehicle controller can first use the motor speed to obtain the target deceleration of the vehicle in the current parking brake cycle, and then use the target deceleration and the actual deceleration of the vehicle in the current parking brake cycle to calculate the feedback torque of the vehicle in the current parking brake cycle.

[0048] Step S104, based on the feedforward torque, feedback torque and braking torque, obtain the target torque of the vehicle in the current parking brake cycle, and generate a torque control instruction for the vehicle in the current parking brake cycle based on the target torque; the torque control instruction is used to adjust the motor torque output of the vehicle to the target torque to control the parking brake of the vehicle.

[0049] The target torque refers to the final torque control target of the vehicle in the current parking brake cycle, and the torque control command is a control command used to control the torque output of the vehicle's motor. This command can be used to adjust the vehicle's motor torque output until the target torque is reached, thereby realizing the parking brake process control of the vehicle.

[0050] Specifically, after obtaining the feedforward torque, feedback torque and braking torque, the vehicle controller can also obtain the braking target torque of the current parking brake cycle based on the above torques, where the feedforward torque and feedback torque are mainly used to control the output of the motor drive torque. The feedforward torque can be used as the reference part of the drive torque, and the feedback torque is used to correct the reference part to control the drive torque output. The braking torque is the torque generated based on the brake pedal displacement for controlling the vehicle to park, and the target torque can be obtained based on the output difference between the drive torque and the braking torque, thereby generating a torque control instruction for the car in the current parking brake cycle based on the target torque, and then adjusting the car's motor torque output through the torque control instruction until the car's click torque output is the target torque, thereby realizing the car's parking brake control.

[0051] In the above-mentioned automobile torque control method, during the parking braking process of the automobile, if the comfort braking function flag of the automobile in the current parking braking cycle is in an activated state, the motor speed of the automobile in the current parking braking cycle is obtained; based on the motor speed and the braking torque of the automobile in the current parking braking cycle, the feedforward torque of the automobile in the current parking braking cycle is obtained; based on the motor speed, the target deceleration of the automobile in the current parking braking cycle is obtained, and the target deceleration and the actual deceleration of the automobile in the current parking braking cycle are used to obtain the feedback torque of the automobile in the current parking braking cycle; based on the feedforward torque, feedback torque and braking torque, the target torque of the automobile in the current parking braking cycle is obtained, and the torque control instruction of the automobile in the current parking braking cycle is generated according to the target torque; the torque control instruction is used to adjust the motor torque output of the automobile to the target torque to control the parking brake of the automobile. The present application can collect the motor speed of the vehicle in the current parking brake cycle if the comfort braking function is activated when the vehicle is parking. Then, the feedforward torque of the current parking brake cycle can be obtained based on the motor speed and the braking torque of the current parking brake cycle, and the target deceleration of the current parking brake cycle can be obtained based on the motor speed. The target deceleration and the actual deceleration are combined to obtain the feedback torque of the current parking brake cycle. The target torque of the vehicle in the current parking brake cycle is obtained by using the feedforward torque, feedback torque and braking torque. The torque control instruction is generated according to the target torque to adjust the motor torque output of the vehicle to the target torque to control the parking brake of the vehicle. In this way, the motor torque output can be controlled based on the feedforward torque, feedback torque and braking torque to achieve parking brake control, thereby improving the torque control accuracy of the vehicle.

[0052] In one embodiment, Figure 2 As shown, step S103 may further include:

[0053] Step S201, obtaining a reference target deceleration that matches the motor speed from a pre-constructed first mapping relationship; the first mapping relationship stores a correspondence between different motor speeds and different reference target decelerations; wherein the magnitude of the reference target deceleration is positively correlated with the motor speed.

[0054] The reference target deceleration refers to the target deceleration determined directly based on the motor speed. In this embodiment, in order to improve the accuracy of the target deceleration setting, when calculating the target deceleration, the reference target deceleration can be first obtained based on the motor speed, and then the reference target deceleration can be used to obtain the final target deceleration.

[0055] The first mapping relationship is used to store the correspondence between the motor speed and the reference target deceleration. The first mapping relationship can be implemented through a mapping relationship table, and there is a negative correlation between the motor speed and the reference target deceleration. That is, the greater the motor speed, the greater the absolute value of the reference target deceleration. For example, the first mapping relationship can be a mapping relationship table, and some data of the mapping relationship table can be shown in Table 1:

[0056] Table 1 First mapping relationship table

[0057]

[0058] It can be seen that as the motor speed increases, the target deceleration value also increases accordingly. In this way, the target deceleration value can be increased while the motor speed increases, that is, there is a positive correlation between the magnitude of the base target deceleration and the motor speed.

[0059] Specifically, after obtaining the motor speed, a target deceleration value corresponding to the motor speed can be obtained from a pre-constructed first mapping relationship, ie, a first mapping relationship table, and the target deceleration value is used as the deceleration magnitude of the reference target deceleration.

[0060] Step S202 : obtaining a target deceleration of the vehicle in the current parking brake cycle based on the reference target deceleration.

[0061] Afterwards, the final target deceleration of the vehicle in the current parking brake cycle can be obtained based on the baseline target deceleration. The baseline target deceleration can be directly used as the target deceleration of the vehicle in the current parking brake cycle, or the baseline target deceleration can be further corrected to obtain the target deceleration of the vehicle in the current parking brake cycle.

[0062] In this embodiment, the first mapping relationship can also be used to obtain a reference target deceleration that matches the motor speed, thereby obtaining the target deceleration of the vehicle in the current parking brake cycle based on the reference target deceleration. In this way, the accuracy of the target deceleration setting can be improved.

[0063] Furthermore, step S202 may further include: obtaining a target deceleration correction coefficient of the vehicle corresponding to the current parking braking process of the vehicle; the target deceleration correction coefficient is obtained based on the historical parking braking behavior of the vehicle corresponding to the historical parking braking process in which the comfort braking function flag is activated; and using the target deceleration correction coefficient to correct the baseline target deceleration to obtain the target deceleration of the vehicle in the current parking braking cycle.

[0064] The target deceleration correction coefficient is a correction coefficient used to correct the target deceleration of the vehicle during the current parking braking process. The deceleration correction coefficient can be obtained based on the historical parking behavior of the vehicle after activating the comfort braking function during the historical parking braking process. The historical parking braking process refers to the parking braking process before the current parking braking process, and the historical parking braking behavior refers to the parking behavior items during the above historical parking braking process. Specifically, the vehicle controller can pre-store a target deceleration correction coefficient before the current parking process. The target deceleration correction coefficient can be obtained and stored based on the historical parking braking behavior after activating the comfort braking function during the historical parking braking process. Therefore, the vehicle controller can obtain the pre-stored target deceleration correction coefficient during the current parking braking process.

[0065] After obtaining the reference target deceleration and the target deceleration correction coefficient, the vehicle controller can use the target deceleration correction coefficient to correct the reference target deceleration, thereby obtaining the target deceleration of the vehicle in the current parking brake cycle.

[0066] In this embodiment, after obtaining the baseline target deceleration, the target deceleration correction coefficient of the vehicle corresponding to the current parking braking process of the vehicle can also be obtained. The correction coefficient can be obtained based on the historical parking braking behavior after the comfort braking function is activated during the historical parking braking process. The target deceleration correction coefficient can then be used to achieve the baseline target deceleration. In this way, the accuracy of the target deceleration setting can be improved.

[0067] Furthermore, obtaining the target deceleration correction coefficient of the vehicle corresponding to the current parking braking process of the vehicle may further include: obtaining the number of the first historical parking braking process in which the comfort braking function flag is in an activated state during the historical parking braking process; the first historical parking braking process includes that after the comfort braking function flag is in an activated state during the historical parking braking process, the real-time braking torque of the vehicle is greater than the initial braking torque, and the difference between the real-time braking torque and the initial braking torque is greater than a first difference threshold; wherein the initial braking torque is the braking torque when the comfort braking function flag is activated during the historical parking braking process; when the number of the first historical parking braking process is greater than the first preset number threshold, the first deceleration correction coefficient is used as the target deceleration correction coefficient; wherein the first deceleration correction coefficient is used to increase the magnitude of the baseline target deceleration.

[0068] The first historical parking braking process refers to a parking braking process in which, after the comfort braking function is activated, a braking torque greater than the initial braking torque occurs, and the difference between the braking torque and the initial braking torque is greater than a first difference threshold. The initial braking torque refers to the braking torque when the comfort braking function is activated during this historical parking braking process. For example, after the comfort braking function is activated, the driver may increase the pedal pressure, thereby significantly increasing the braking torque output and increasing the vehicle's deceleration. In other words, the deceleration during this parking braking process is too low. Therefore, the first historical parking braking process refers to a historical parking braking process in which the deceleration is too low.

[0069] The first preset number threshold refers to a preset threshold value of the number of times the deceleration is too small. If the number of the first historical parking braking process is greater than the first preset number threshold, it means that the number of historical parking braking processes with insufficient deceleration is large. At this time, it is necessary to increase the numerical value of the baseline target deceleration. Therefore, the target deceleration correction coefficient is set to a correction coefficient for increasing the magnitude of the baseline target deceleration. For example, it can be set to 1.1, so that the target deceleration is 1.1 times the magnitude of the baseline target deceleration.

[0070] Specifically, if during a parking braking process, after the comfort braking function is activated, if the braking torque at a certain moment, that is, the real-time braking torque, is greater than the braking torque at the activation moment, that is, the initial braking torque, and the difference between the real-time braking torque and the initial braking torque is greater than the first difference threshold, then it means that the parking braking process is the first historical parking braking process. The number of the first historical parking braking process can then be counted. If the number is greater than the set first preset number threshold, it is judged that the driver tends to increase the braking demand during the activation of the function, that is, the baseline target deceleration is too low. Therefore, the corrected target deceleration is equal to the baseline target deceleration before correction multiplied by the first deceleration correction coefficient. The first deceleration correction coefficient is greater than 1, for example 1.1.

[0071] In this embodiment, the number of first historical parking braking processes can also be collected. If the number is greater than a first preset number threshold, a first deceleration correction coefficient is set as the target deceleration correction coefficient to increase the magnitude of the baseline target deceleration. In this way, when the driver tends to increase the braking demand, the numerical value of the baseline target deceleration can be increased, thereby improving the accuracy of the target deceleration setting.

[0072] Similarly, obtaining the target deceleration correction coefficient of the vehicle corresponding to the current parking braking process of the vehicle may further include: obtaining the number of the second historical parking braking process in which the comfort braking function flag is in an activated state during the historical parking braking process; the second historical parking braking process includes the historical parking braking process in which the comfort braking function flag is in an activated state, the real-time braking torque of the vehicle is less than the initial braking torque, and the difference between the real-time braking torque and the initial braking torque is less than a second difference threshold; wherein the initial braking torque is the braking torque when the comfort braking function flag is activated during the historical parking braking process; when the number of the second historical parking braking process is greater than the second preset number threshold, the second deceleration correction coefficient is used as the target deceleration correction coefficient; wherein the second deceleration correction coefficient is used to reduce the magnitude of the baseline target deceleration.

[0073] Similarly, the second historical parking braking process refers to a parking braking process in which, after the comfort braking function was activated, a braking torque less than the initial braking torque occurred, and the difference between the braking torque and the initial braking torque was less than a second difference threshold. The initial braking torque may also refer to the braking torque when the comfort braking function was activated during this historical parking braking process. For example, after the comfort braking function was activated, the driver may have reduced the pedal pressure, thereby significantly reducing the braking torque output and reducing the vehicle's deceleration. In other words, this parking braking process experienced excessive deceleration. Therefore, the second historical parking braking process refers to a historical parking braking process in which excessive deceleration occurred.

[0074] The second preset number threshold refers to the preset threshold of the number of times the deceleration is too small. If the number of the second historical parking braking process is greater than the second preset number threshold, it means that the historical number of parking braking processes with insufficient deceleration is large. At this time, it is necessary to reduce the numerical value of the baseline target deceleration. Therefore, the target deceleration correction coefficient is set to a correction coefficient for reducing the magnitude of the baseline target deceleration. For example, it can be set to 0.9, so that the target deceleration is 0.9 times the magnitude of the baseline target deceleration.

[0075] Specifically, if during a parking braking process, after the comfort braking function is activated, if the braking torque at a certain moment, that is, the real-time braking torque, is smaller than the braking torque at the activation moment, that is, the initial braking torque, and the difference between the real-time braking torque and the initial braking torque is smaller than the second difference threshold, then it indicates that the parking braking process is the second historical parking braking process. The number of the second historical parking braking process can then be counted. If the number is greater than the set second preset number threshold, it is judged that the driver tends to reduce the braking demand during the activation of the function, that is, the baseline target deceleration is too high. Therefore, the corrected target deceleration is equal to the baseline target deceleration before correction multiplied by the second deceleration correction coefficient. The second deceleration correction coefficient is less than 1, for example, 0.9.

[0076] In this embodiment, the number of second historical parking braking processes can also be collected. If the number is greater than a second preset number threshold, a second deceleration correction coefficient is set as the target deceleration correction coefficient to reduce the magnitude of the baseline target deceleration. In this way, when the driver tends to reduce the braking demand, the numerical value of the baseline target deceleration can be reduced, thereby improving the accuracy of the target deceleration setting.

[0077] In one embodiment, Figure 3 As shown, step S103 may further include:

[0078] Step S301 , obtaining a deceleration difference and a rate of change of the deceleration difference of the vehicle in the current parking brake cycle according to the target deceleration and the actual deceleration; the deceleration difference is the difference between the target deceleration and the actual deceleration.

[0079] Among them, the deceleration difference refers to the difference between the target deceleration and the actual deceleration, for example, it can be the difference between the target deceleration and the actual deceleration. The deceleration difference change rate refers to the rate of change of the deceleration difference, which can be calculated based on the deceleration difference of the current parking brake cycle and the deceleration difference of the previous parking brake cycle.

[0080] Specifically, after obtaining the target deceleration and actual deceleration of the current parking brake cycle, the vehicle controller can also calculate the difference between the target deceleration and the actual deceleration as the deceleration difference of the current parking brake cycle, and can also combine the deceleration difference of the current parking brake cycle and the deceleration difference of the previous parking brake cycle to obtain the deceleration difference change rate of the current parking brake cycle.

[0081] Step S302: Obtain a feedback torque that matches the deceleration difference and the rate of change of the deceleration difference from a pre-constructed second mapping relationship; the second mapping relationship stores a correspondence between different feedback torques and different deceleration differences and different rates of change of the deceleration difference; wherein the feedback torque is negatively correlated with the deceleration difference and the rate of change of the deceleration difference.

[0082] The second mapping relationship refers to the mapping relationship between feedback torque and deceleration difference and deceleration difference change rate. The mapping relationship can be a mapping relationship table, which can store the correspondence between different feedback torques and different deceleration differences and different deceleration difference change rates. There is a negative correlation between the feedback torque and the deceleration difference and the deceleration difference change rate, that is, the greater the deceleration difference, the smaller the feedback torque, and similarly, the smaller the deceleration difference, the greater the feedback torque.

[0083] For example, the second mapping relationship may be a mapping relationship table, and part of the data in the mapping relationship table may be as shown in Table 2:

[0084] Table 2 Second mapping relationship table

[0085]

[0086] Among them, the horizontal axis is the deceleration difference, the vertical axis is the deceleration difference change rate, and the value is the feedback torque. It can be seen that when the deceleration difference change rate remains unchanged, as the deceleration difference continues to increase, that is, in the process of increasing from -2 to 2, the feedback torque value also decreases accordingly. Similarly, when the deceleration difference remains unchanged, as the deceleration difference change rate continues to increase, that is, in the process of increasing from -20 to 20, the feedback torque value also decreases accordingly.

[0087] Afterwards, the vehicle controller can obtain the feedback torque that matches the deceleration difference and the deceleration difference change rate of the current parking brake cycle from the second mapping relationship as the feedback torque of the current parking brake cycle.

[0088] In this embodiment, the deceleration difference and the deceleration difference change rate of the current parking brake cycle can also be obtained based on the difference between the target deceleration and the actual deceleration, so that the above deceleration difference and the deceleration difference change rate can be used to query the second mapping relationship to obtain the feedback torque of the current parking brake cycle. In this way, the accuracy of the feedback torque calculation can be improved.

[0089] In one embodiment, Figure 4 As shown, step S102 may further include:

[0090] Step S401, obtaining a reference feedforward torque that matches the motor speed and the braking torque from a pre-constructed third mapping relationship; the third mapping relationship stores the correspondence between different reference feedforward torques and different motor speeds and different braking torques; wherein the reference feedforward torque is positively correlated with the motor speed and the braking torque.

[0091] The reference feedforward torque refers to a feedforward torque directly determined based on the motor speed and the output braking torque. In this embodiment, to improve the accuracy of the feedforward torque setting, when calculating the feedforward torque, the reference feedforward torque may be first determined based on the motor speed and the braking torque, and then the final feedforward torque may be calculated using the reference feedforward torque.

[0092] The third mapping relationship is the mapping relationship between the reference feedforward torque and the motor speed and braking torque. The mapping relationship can be a mapping relationship table, which can store the correspondence between different reference feedforward torques and different motor speeds and braking torques, and there is a positive correlation between the reference feedforward torque and the motor speed and braking torque, that is, the greater the motor speed, the greater the reference feedforward torque, and similarly, the greater the braking torque, the greater the reference feedforward torque.

[0093] For example, the third mapping relationship may be a mapping relationship table, and part of the data in the mapping relationship table may be as shown in Table 3:

[0094] Table 3 The third mapping relationship table

[0095]

[0096] The horizontal axis represents the braking torque, the vertical axis represents the motor speed, and the value represents the feedforward torque. As can be seen, when the motor speed remains constant, as the braking torque increases, that is, from 0 to 400, the feedforward torque value also increases accordingly. Similarly, when the braking torque remains constant, as the motor speed increases, that is, from 0 to 400, the feedforward torque value also increases accordingly.

[0097] Specifically, after obtaining the motor speed and the braking torque, the vehicle controller can also use the motor speed and the braking torque to query the third mapping relationship, thereby obtaining a reference feedforward torque that matches the motor speed and the braking torque.

[0098] Step S402 : obtaining the feedforward torque of the vehicle in the current parking brake cycle based on the reference feedforward torque.

[0099] Afterwards, the final feedforward torque of the vehicle in the current parking brake cycle can be obtained based on the reference feedforward torque. The reference feedforward torque can be directly used as the feedforward torque of the vehicle in the current parking brake cycle, or the reference feedforward torque can be further corrected to obtain the feedforward torque of the vehicle in the current parking brake cycle.

[0100] In this embodiment, a third mapping relationship can also be used to obtain a reference feedforward torque that matches the motor speed and the braking torque, thereby obtaining the feedforward torque of the vehicle in the current parking brake cycle based on the reference feedforward torque. In this way, the accuracy of the feedforward torque setting can be improved.

[0101] Furthermore, step S402 may further include: obtaining a feedforward torque correction coefficient of the vehicle in the current parking brake cycle according to the slope of the vehicle in the current parking brake cycle, and using the feedforward torque correction coefficient to correct the reference feedforward torque to obtain a corrected feedforward torque; obtaining the feedforward torque of the vehicle in the current parking brake cycle according to the corrected feedforward torque and the braking torque.

[0102] In this embodiment, similar to the target deceleration, in order to improve the accuracy of the feedforward torque setting, the vehicle controller can also improve the accuracy of the feedforward torque by correcting the reference feedforward torque. For example, when the car is on a slope, it is usually necessary to superimpose the slope component on the reference feedforward torque to improve the accuracy of parking braking.

[0103] The corrected feed-forward torque refers to the feed-forward torque obtained by correcting the base feed-forward torque using the feed-forward torque correction coefficient. The feed-forward torque correction coefficient can be determined based on the slope of the vehicle in the current parking brake cycle. For example, the slope component can be calculated based on the slope of the vehicle in the current parking brake cycle, and the slope component is used to obtain the feed-forward torque correction coefficient. The base feed-forward torque is then corrected using the feed-forward torque correction coefficient to obtain the corrected feed-forward torque.

[0104] After the feedforward torque correction is completed and the corrected feedforward torque is obtained, the corrected feedforward torque and the braking torque can be combined to obtain the feedforward torque of the vehicle in the current parking brake cycle.

[0105] In this embodiment, a third mapping relationship can also be used to obtain a reference feedforward torque that matches the motor speed and the braking torque, and the reference feedforward torque can be corrected in combination with the slope of the vehicle in the current parking brake cycle. In this way, the reference feedforward torque can be obtained in combination with the braking torque, and the feedforward torque can be corrected in combination with the vehicle slope, thereby improving the accuracy of the feedforward torque acquisition.

[0106] Furthermore, obtaining the feedforward torque of the vehicle in the current parking brake cycle based on the corrected feedforward torque and the braking torque may further include: when the corrected feedforward torque is less than or equal to the braking torque, using the corrected feedforward torque as the feedforward torque of the vehicle in the current parking brake cycle; when the corrected feedforward torque is greater than the braking torque, using the braking torque as the feedforward torque of the vehicle in the current parking brake cycle.

[0107] In this embodiment, after obtaining the corrected feed-forward torque, the corrected feed-forward torque can be compared with the braking torque of the current parking brake cycle to ultimately determine whether to use the corrected feed-forward torque as the feed-forward torque of the vehicle in the current parking brake cycle. If the corrected feed-forward torque is less than or equal to the braking torque, the corrected feed-forward torque is directly used as the feed-forward torque of the vehicle in the current parking brake cycle. If the corrected feed-forward torque is greater than the braking torque, in order to avoid the corrected feed-forward torque being too large, resulting in insufficient vehicle deceleration, it is necessary to limit the corrected feed-forward torque to not be greater than the braking torque. That is, if the corrected feed-forward torque is greater than the braking torque, the braking torque is directly used as the feed-forward torque of the vehicle in the current parking brake cycle.

[0108] In this embodiment, in order to avoid the vehicle deceleration being insufficient due to excessive corrected feed-forward torque, the corrected feed-forward torque can also be limited, that is, the corrected feed-forward torque needs to be less than or equal to the braking torque. In this way, the safety and stability of parking braking can be further improved.

[0109] In one embodiment, Figure 5 As shown, step S104 may further include:

[0110] Step S501: obtaining the initial deceleration of the vehicle when the comfort braking function flag is activated during the current parking braking process of the vehicle.

[0111] The initial deceleration of the vehicle refers to the deceleration of the vehicle when the comfort braking function flag is activated during the parking braking process, that is, the deceleration of the vehicle at the moment when the comfort braking function is activated. Specifically, the vehicle controller can obtain the current vehicle deceleration when the parking braking process is activated, and record it as the initial deceleration of the vehicle during the parking braking process.

[0112] Step S502 : obtaining a deceleration conversion gradient of the vehicle during the parking braking process according to the initial deceleration of the vehicle, and obtaining a torque conversion gradient of the vehicle during the parking braking process based on the deceleration conversion gradient.

[0113] The deceleration conversion gradient refers to the adjustment gradient of the vehicle's deceleration, that is, the adjustment gradient of the deceleration to the target deceleration. In this embodiment, the deceleration conversion gradient can be calculated based on the initial deceleration of the vehicle and the preset expected parking time. For example, the deceleration conversion gradient It can be calculated by the following formula:

[0114]

[0115] in, represents the initial deceleration of the car, is zero, indicating that the target deceleration is zero at zero speed. It indicates the expected parking time.

[0116] After obtaining the deceleration conversion gradient, the torque conversion gradient of the vehicle during the parking braking process can be further calculated. For example, the conversion gradient of the vehicle's resultant force can be first calculated based on the deceleration conversion gradient, and then the torque conversion gradient can be further calculated using the conversion gradient of the vehicle's resultant force.

[0117] Step S503 , generating a torque control instruction for the vehicle in the current parking brake cycle according to the target torque and the torque conversion gradient; the torque control instruction is used to adjust the motor torque output of the vehicle to the target torque according to the torque conversion gradient to control the parking brake of the vehicle.

[0118] Finally, the target torque and torque conversion gradient can be used to generate the torque control instruction for the vehicle in the current parking brake cycle. The torque control instruction can control the vehicle's motor torque output to be adjusted to the target torque according to the torque conversion gradient to control the vehicle's parking brake, thereby further improving the accuracy of the motor torque output control.

[0119] In this embodiment, the deceleration conversion gradient can be obtained by collecting the initial deceleration of the vehicle when the comfort braking function flag is activated, thereby further obtaining the torque conversion gradient, and then combining the torque conversion gradient to generate a torque control instruction. In this way, the accuracy of the motor torque output control can be further improved.

[0120] In one embodiment, before step S101, it may also include: if the vehicle meets preset conditions in the current parking brake cycle, determining that the comfort braking function flag of the vehicle in the current parking brake cycle is in an activated state; wherein the preset conditions include: the actual deceleration of the vehicle meets the preset deceleration range, the motor speed of the vehicle meets the preset motor speed range, the brake pedal displacement of the vehicle meets the preset displacement range, the gear position of the vehicle is the forward gear, the vehicle slip rate or wheel deceleration of the vehicle is less than a preset threshold, the motor speed change rate of the vehicle is within a preset change rate range, and the comfort braking function activation time of the vehicle is less than at least one of the preset activation time threshold.

[0121] In this embodiment, upon entering the current parking brake cycle, it is also necessary to determine whether the comfort brake function can be activated within the current parking brake cycle. The comfort brake function is determined to be activated within the current parking brake cycle only when the following preset conditions are met, i.e., the comfort brake function flag of the vehicle is determined to be activated within the current parking brake cycle. The preset conditions include: the vehicle's actual deceleration satisfies a preset deceleration range, i.e., the deceleration is within the range; the vehicle's motor speed satisfies a preset motor speed range, i.e., the motor speed is within the range; the vehicle's brake pedal displacement satisfies a preset displacement range, i.e., the brake pedal displacement is within the range; the vehicle's gear position is a forward gear, i.e., the gear position is D; the vehicle's vehicle slip ratio or wheel deceleration is less than a preset threshold, i.e., the wheel end state is non-slip; the vehicle's motor speed change rate is within a preset change rate range, i.e., the motor speed change rate is within the range; and the vehicle's comfort brake function activation duration is less than a preset activation duration threshold, i.e., the function activation operation time is less than the threshold.

[0122] In this embodiment, it is also possible to determine whether the comfort braking function flag of the vehicle is in an activated state during the current parking brake cycle by judging whether the vehicle meets the preset conditions during the current parking brake cycle. In this way, the intelligence level of the comfort braking function activation can also be improved.

[0123] In one embodiment, a method for controlling comfortable braking torque of a new energy vehicle is also provided. Figure 6 As shown, the method includes the following steps:

[0124] Step 1: The vehicle controller VCU monitors the vehicle motor speed n, vehicle speed V, braking torque, gear position and other information in real time.

[0125] Step 2: Calculate the actual vehicle deceleration based on the vehicle speed, and calculate the speed change rate based on the motor speed.

[0126] The basic principles are as follows:

[0127] Calculate the actual longitudinal deceleration and speed change rate based on the vehicle speed and motor speed derivative:

[0128]

[0129]

[0130] Where, is the actual deceleration, is the rate of change of motor speed.

[0131] Step 3: Calculate the function activation flag based on deceleration, motor speed, brake torque, gear position, and wheel end status.

[0132] The function is activated if all the following conditions are met:

[0133] 1. The deceleration is within the range;

[0134] 2. The motor speed is within the range;

[0135] 3. Braking torque is within the range;

[0136] 4. The gear position is D;

[0137] 5. The wheel end is in a non-slip state;

[0138] 6. The motor speed change rate is within the range;

[0139] 7. The function activation running time is less than the threshold.

[0140] Step 4: Calculate the feedforward torque based on the function activation flag, braking torque, motor speed, and slope.

[0141] When the function flag is activated, the feedforward torque is calculated by looking up Table 3 with the braking torque as the horizontal axis and the motor speed as the vertical axis. The greater the braking torque and the higher the motor speed, the greater the feedforward torque.

[0142] In order to improve the adaptability under different slopes, the slope force component is calculated based on the slope, and the slope force component needs to be superimposed after the feedforward torque is obtained.

[0143] To prevent the vehicle from being decelerated insufficiently due to an excessively large feedforward torque of the superimposed grade component, the feedforward torque of the superimposed grade component must be limited, that is, the feedforward torque of the superimposed grade component must be smaller than the braking torque.

[0144] Step 5: Calculate the feedback torque based on the motor speed and actual deceleration.

[0145] The target deceleration is calculated by looking up Table 1 with the motor speed as the horizontal axis, and the closed-loop control is performed with the difference between the target deceleration and the actual deceleration and their change rate as the control factors, that is, the feedback torque is obtained by looking up Table 2.

[0146] Step 6: Set the deceleration gradient based on the deceleration at the time the function is activated to avoid a loss of deceleration due to too low a deceleration setting or a lack of anti-pitch effect due to too high a deceleration setting. The deceleration gradient is used to limit the target deceleration.

[0147] Taking the initial deceleration of the car at the time of function activation as the starting point, the target deceleration at zero speed is set to zero by default, and the expected stopping time is set, the gradient is equal to:

[0148]

[0149] in, represents the initial deceleration of the car, is zero, It indicates the expected parking time.

[0150] Step 7: Correct the target deceleration based on the function activation flag and braking torque.

[0151] If the braking torque changes during the activation of the function flag and complies with the following rules:

[0152] If the real-time braking torque is greater than the initial braking torque at the activation moment, and the difference is greater than the first difference threshold, it is calculated once. If the number of times is greater than the first preset number threshold, it is determined that the driver tends to increase the braking demand during the activation of the function, and the function target deceleration is too low, and the target deceleration needs to be increased. The corrected target deceleration is equal to the target deceleration before correction multiplied by the first deceleration correction coefficient, and the first deceleration correction coefficient is greater than 1, for example 1.1.

[0153] If the real-time braking torque is less than the initial braking torque at the activation moment, and the difference is less than the second difference threshold, it is calculated once. If the number of times is greater than the second preset number threshold, it is determined that the driver tends to reduce the braking demand during the activation of the function, and the function target deceleration is too high, and the target deceleration needs to be reduced. The corrected target deceleration is equal to the target deceleration before correction multiplied by the second deceleration correction coefficient, and the second deceleration correction coefficient is less than 1, for example 0.9.

[0154] Ultimately, by setting a suitable target deceleration, drivability problems caused by unreasonable deceleration settings can be avoided.

[0155] The control principle of comfort brake control is as follows Figure 7As shown in the figure, when the function activation flag is met, the function at step ① is activated. A desired deceleration is established using empirical values and a table lookup is performed to calculate the feedforward torque. However, the actual deceleration may deviate from the desired value during control. Both the desired and actual decelerations are monitored and feedback corrections are performed. The figure uses the green motor speed as an example of the desired deceleration. A gray color indicates that the stopping time is too short, and the initial base torque value is too low and needs to be increased. An orange color indicates that the stopping time is too long, and the initial base torque value is too high and needs to be reduced. This goal is achieved by limiting the deceleration change by fixing the stopping time, thereby controlling the torque and ensuring deceleration along the green curve. Step ② indicates that the vehicle is decelerating to a stop, and the controlled torque must decrease to zero according to the slope. That is, after the vehicle speed drops to zero, the torque is controlled to decrease to zero using the pre-set torque exit gradient (i.e., the slope), thereby eliminating torque output. Step ③ indicates that the torque has decreased to zero. During steps ① and ②, the driver's brake pedal behavior is monitored. Generally, the brake pedal displacement for conventional parking brakes is a fixed value. If the brake pedal displacement changes, it indicates that the current deceleration does not meet the driver's requirements, thus implementing torque corrections.

[0156] Through this embodiment, the motor speed, braking torque, and deceleration can be used to improve the parking comfort of the driver without the need for emergency braking. By establishing reasonable function entry conditions, insufficient deceleration caused by abnormal torque or even accelerated movement can be avoided. The adaptability of the function is improved through open-loop and closed-loop control methods, and the loss of deceleration feeling or unclear anti-pitch benefit caused by unreasonable deceleration setting can be avoided.

[0157] It should be understood that, although the various steps in the flowcharts involved in the various embodiments described above are displayed in sequence according to the instructions of the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, at least a portion of the steps in the flowcharts involved in the various embodiments described above can include multiple steps or multiple stages, and these steps or stages are not necessarily executed and completed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0158] Based on the same inventive concept, embodiments of the present application further provide an automotive torque control device for implementing the aforementioned automotive torque control method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more automotive torque control device embodiments provided below can be found in the aforementioned limitations of the automotive torque control method and will not be further elaborated here.

[0159] In one embodiment, Figure 8 As shown, a vehicle torque control device is provided, comprising: a motor speed acquisition module 801, a feedforward torque acquisition module 802, a feedback torque acquisition module 803 and a control instruction generation module 804, wherein:

[0160] The motor speed acquisition module 801 is used to acquire the motor speed of the vehicle in the current parking brake cycle if the comfort braking function flag of the vehicle is activated during the current parking brake cycle.

[0161] A feedforward torque acquisition module 802 is configured to acquire the feedforward torque of the vehicle in the current parking brake cycle according to the motor speed and the braking torque of the vehicle in the current parking brake cycle;

[0162] The feedback torque acquisition module 803 is used to obtain the target deceleration of the vehicle in the current parking brake cycle based on the motor speed, and use the target deceleration and the actual deceleration of the vehicle in the current parking brake cycle to obtain the feedback torque of the vehicle in the current parking brake cycle;

[0163] The control instruction generation module 804 is used to obtain the target torque of the vehicle in the current parking brake cycle based on the feedforward torque, feedback torque and braking torque, and generate the torque control instruction of the vehicle in the current parking brake cycle based on the target torque; the torque control instruction is used to adjust the motor torque output of the vehicle to the target torque to control the parking brake of the vehicle.

[0164] In one embodiment, the feedback torque acquisition module 803 is further used to obtain a reference target deceleration that matches the motor speed from a pre-constructed first mapping relationship; the first mapping relationship stores a correspondence between different motor speeds and different reference target decelerations; wherein the magnitude of the reference target deceleration is positively correlated with the motor speed; based on the reference target deceleration, the target deceleration of the vehicle in the current parking brake cycle is obtained.

[0165] In one embodiment, the feedback torque acquisition module 803 is further used to obtain a target deceleration correction coefficient of the vehicle corresponding to the current parking braking process of the vehicle; the target deceleration correction coefficient is obtained based on the historical parking braking behavior of the vehicle corresponding to the historical parking braking process in which the comfort braking function flag is activated; the target deceleration correction coefficient is used to correct the baseline target deceleration to obtain the target deceleration of the vehicle in the current parking braking cycle.

[0166] In one embodiment, the feedback torque acquisition module 803 is further used to obtain the number of first historical parking braking processes in which the comfort braking function flag is in an activated state during the historical parking braking process; the first historical parking braking process includes a period in which, after the comfort braking function flag is activated during the historical parking braking process, the real-time braking torque of the vehicle is greater than the initial braking torque, and the difference between the real-time braking torque and the initial braking torque is greater than a first difference threshold; wherein the initial braking torque is the braking torque when the comfort braking function flag is activated during the historical parking braking process; when the number of the first historical parking braking process is greater than a first preset number threshold, a first deceleration correction coefficient is used as the target deceleration correction coefficient; wherein the first deceleration correction coefficient is used to increase the magnitude of the baseline target deceleration.

[0167] In one embodiment, the feedback torque acquisition module 803 is further used to obtain the number of second historical parking braking processes in which the comfort braking function flag is in an activated state during the historical parking braking process; the second historical parking braking process includes that after the comfort braking function flag is in an activated state during the historical parking braking process, the real-time braking torque of the vehicle is less than the initial braking torque, and the difference between the real-time braking torque and the initial braking torque is less than a second difference threshold; wherein the initial braking torque is the braking torque when the comfort braking function flag is activated during the historical parking braking process; when the number of the second historical parking braking process is greater than the second preset number threshold, the second deceleration correction coefficient is used as the target deceleration correction coefficient; wherein the second deceleration correction coefficient is used to reduce the magnitude of the baseline target deceleration.

[0168] In one embodiment, the feedback torque acquisition module 803 is further used to obtain the deceleration difference and the deceleration difference change rate of the vehicle in the current parking brake cycle based on the target deceleration and the actual deceleration; the deceleration difference is the difference between the target deceleration and the actual deceleration; and to obtain the feedback torque that matches the deceleration difference and the deceleration difference change rate from a pre-constructed second mapping relationship; the second mapping relationship stores the correspondence between different feedback torques and different deceleration differences and different deceleration difference change rates; wherein the feedback torque is negatively correlated with the deceleration difference and the deceleration difference change rate.

[0169] In one embodiment, the feedforward torque acquisition module 802 is further used to obtain a reference feedforward torque that matches the motor speed and the braking torque from a pre-constructed third mapping relationship; the third mapping relationship stores the correspondence between different reference feedforward torques and different motor speeds and different braking torques; wherein the reference feedforward torque is positively correlated with the motor speed and the braking torque; based on the reference feedforward torque, the feedforward torque of the vehicle in the current parking brake cycle is obtained.

[0170] In one embodiment, the feedforward torque acquisition module 802 is further used to obtain a feedforward torque correction coefficient of the vehicle in the current parking brake cycle based on the slope of the vehicle in the current parking brake cycle, and use the feedforward torque correction coefficient to correct the reference feedforward torque to obtain a corrected feedforward torque; and obtain the feedforward torque of the vehicle in the current parking brake cycle based on the corrected feedforward torque and the braking torque.

[0171] In one embodiment, the feedforward torque acquisition module 802 is further configured to use the corrected feedforward torque as the feedforward torque of the vehicle in the current parking brake cycle when the corrected feedforward torque is less than or equal to the braking torque; and use the braking torque as the feedforward torque of the vehicle in the current parking brake cycle when the corrected feedforward torque is greater than the braking torque.

[0172] In one embodiment, the control instruction generation module 804 is further used to obtain the initial deceleration of the vehicle when the comfort braking function flag is activated during the current parking braking process; obtain the deceleration transformation gradient of the vehicle during the current parking braking process based on the initial deceleration of the vehicle, and obtain the torque transformation gradient of the vehicle during the current parking braking process based on the deceleration transformation gradient; generate a torque control instruction for the vehicle in the current parking braking cycle based on the target torque and the torque transformation gradient; the torque control instruction is used to adjust the motor torque output of the vehicle to the target torque according to the torque transformation gradient to control the parking braking of the vehicle.

[0173] Each module in the aforementioned automotive torque control device may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor within a vehicle controller in hardware form, or may be stored in a memory within the vehicle controller in software form, allowing the processor to call and execute the corresponding operations of each module.

[0174] In one embodiment, a vehicle controller is provided, the internal structure of which can be shown as follows: Figure 9As shown. The vehicle controller includes a processor, a memory, an input / output interface and a communication interface. The processor, the memory and the input / output interface are connected via a system bus, and the communication interface is connected to the system bus via the input / output interface. The processor of the vehicle controller is used to provide computing and control capabilities. The memory of the vehicle controller includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores a computer program. The internal memory provides an environment for the operation of the computer program in the non-volatile storage medium. The input / output interface of the vehicle controller is used to exchange information between the processor and external devices. The communication interface of the vehicle controller is used to communicate with an external terminal in a wired or wireless manner. The wireless manner can be achieved through WIFI, mobile cellular network, NFC (near field communication) or other technologies. When the computer program is executed by the processor, a method for controlling vehicle torque is implemented.

[0175] Those skilled in the art will understand that Figure 9 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the vehicle controller to which the solution of the present application is applied. The specific vehicle controller may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0176] In one embodiment, a vehicle controller is further provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps in the above-mentioned method embodiments when executing the computer program.

[0177] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0178] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0179] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0180] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), data processing logic devices based on quantum computing, and the like.

[0181] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0182] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A method for controlling automobile torque, characterized in that: The method comprises: During a parking brake process of a vehicle, if a comfort brake function flag of the vehicle in a current parking brake cycle is in an activated state, obtaining a motor speed of the vehicle in the current parking brake cycle; obtaining a feedforward torque of the vehicle in the current parking brake cycle according to the motor speed and the braking torque of the vehicle in the current parking brake cycle; obtaining a target deceleration of the vehicle in a current parking brake cycle according to the motor speed, and obtaining a feedback torque of the vehicle in the current parking brake cycle using the target deceleration and an actual deceleration of the vehicle in the current parking brake cycle; Based on the feedforward torque, the feedback torque and the braking torque, the target torque of the vehicle in the current parking brake cycle is obtained, and a torque control instruction for the vehicle in the current parking brake cycle is generated based on the target torque; the torque control instruction is used to adjust the motor torque output of the vehicle to the target torque to control the parking brake of the vehicle.

2. The method according to claim 1, characterized in that The step of obtaining a target deceleration of the vehicle in a current parking brake cycle according to the motor speed includes: Obtaining a reference target deceleration that matches the motor speed from a pre-established first mapping relationship; the first mapping relationship stores a correspondence between different motor speeds and different reference target decelerations; wherein the magnitude of the reference target deceleration is positively correlated with the motor speed; Based on the reference target deceleration, a target deceleration of the vehicle in a current parking brake cycle is obtained.

3. The method according to claim 2, characterized in that The step of obtaining a target deceleration of the vehicle in a current parking brake cycle based on the reference target deceleration includes: Obtaining a target deceleration correction coefficient of the vehicle corresponding to the current parking braking process of the vehicle; the target deceleration correction coefficient is obtained based on a historical parking braking behavior of the vehicle corresponding to a historical parking braking process in which the comfort braking function flag is in an activated state; The target deceleration correction coefficient is used to correct the reference target deceleration to obtain the target deceleration of the vehicle in the current parking brake cycle.

4. The method according to claim 3, characterized in that The step of obtaining a target deceleration correction coefficient of the vehicle corresponding to the parking braking process of the vehicle includes: Obtaining the number of first historical parking braking processes during which the comfort braking function flag was activated; the first historical parking braking process comprising a situation in which, after the comfort braking function flag was activated during the historical parking braking process, the real-time braking torque of the vehicle was greater than the initial braking torque, and a difference between the real-time braking torque and the initial braking torque was greater than a first difference threshold; wherein the initial braking torque was the braking torque when the comfort braking function flag was activated during the historical parking braking process; When the number of the first historical parking braking process is greater than a first preset number threshold, a first deceleration correction coefficient is used as the target deceleration correction coefficient; wherein the first deceleration correction coefficient is used to increase the magnitude of the base target deceleration.

5. The method according to claim 3, characterized in that The step of obtaining a target deceleration correction coefficient of the vehicle corresponding to the parking braking process of the vehicle includes: obtaining a number of second historical parking braking processes during which the comfort braking function flag was activated; wherein the second historical parking braking process includes a case where, after the comfort braking function flag was activated during the historical parking braking process, the real-time braking torque of the vehicle was less than the initial braking torque, and the difference between the real-time braking torque and the initial braking torque was less than a second difference threshold; wherein the initial braking torque is the braking torque when the comfort braking function flag was activated during the historical parking braking process; When the number of the second historical parking braking process is greater than a second preset number threshold, a second deceleration correction coefficient is used as the target deceleration correction coefficient; wherein the second deceleration correction coefficient is used to reduce the magnitude of the base target deceleration.

6. The method according to claim 1, characterized in that The step of obtaining the feedback torque of the vehicle in the current parking brake cycle by using the target deceleration and the actual deceleration of the vehicle in the current parking brake cycle includes: obtaining a deceleration difference and a rate of change of the deceleration difference of the vehicle in a current parking brake cycle according to the target deceleration and the actual deceleration, wherein the deceleration difference is the difference between the target deceleration and the actual deceleration; A feedback torque that matches the deceleration difference and the deceleration difference change rate is obtained from a pre-constructed second mapping relationship; the second mapping relationship stores a correspondence between different feedback torques and different deceleration differences and different deceleration difference change rates; wherein the feedback torque is negatively correlated with the deceleration difference and the deceleration difference change rate.

7. The method according to claim 1, characterized in that The step of obtaining the feedforward torque of the vehicle in the current parking brake cycle according to the motor speed and the braking torque of the vehicle in the current parking brake cycle includes: Obtaining a reference feedforward torque that matches the motor speed and the braking torque from a pre-established third mapping relationship; the third mapping relationship stores correspondences between different reference feedforward torques and different motor speeds and different braking torques; wherein the reference feedforward torque is positively correlated with the motor speed and the braking torque; The feedforward torque of the vehicle in a current parking brake cycle is obtained based on the reference feedforward torque.

8. The method according to claim 7, characterized in that The step of obtaining the feedforward torque of the vehicle in a current parking brake cycle based on the reference feedforward torque includes: obtaining a feedforward torque correction coefficient of the vehicle in the current parking brake cycle according to the slope of the vehicle in the current parking brake cycle, and correcting the reference feedforward torque using the feedforward torque correction coefficient to obtain a corrected feedforward torque; The feedforward torque of the vehicle in the current parking brake cycle is obtained according to the corrected feedforward torque and the braking torque.

9. The method according to claim 8, characterized in that The step of obtaining the feedforward torque of the vehicle in the current parking brake cycle according to the corrected feedforward torque and the braking torque includes: When the corrected feed-forward torque is less than or equal to the braking torque, using the corrected feed-forward torque as the feed-forward torque of the vehicle in a current parking brake cycle; In a case where the corrected feedforward torque is greater than the braking torque, the braking torque is used as the feedforward torque of the vehicle in the current parking brake cycle.

10. The method according to any one of claims 1 to 9, characterized in that Generating a torque control instruction for the vehicle in a current parking brake cycle according to the target torque includes: Obtaining the initial deceleration of the vehicle when the comfort braking function flag is activated during the parking braking process of the vehicle; obtaining a deceleration conversion gradient of the vehicle during the parking braking process according to the initial deceleration of the vehicle, and obtaining a torque conversion gradient of the vehicle during the parking braking process based on the deceleration conversion gradient; A torque control instruction for the vehicle in a current parking brake cycle is generated based on the target torque and the torque conversion gradient; the torque control instruction is used to adjust the motor torque output of the vehicle to the target torque according to the torque conversion gradient to control the parking brake of the vehicle.

11. An automobile torque control device, characterized in that: The device comprises: a motor speed acquisition module, configured to acquire the motor speed of the vehicle in the current parking brake cycle if the comfort braking function flag of the vehicle is activated during the parking brake process; a feedforward torque acquisition module, configured to acquire the feedforward torque of the vehicle in the current parking brake cycle according to the motor speed and the braking torque of the vehicle in the current parking brake cycle; a feedback torque acquisition module, configured to acquire a target deceleration of the vehicle in a current parking brake cycle according to the motor speed, and to obtain a feedback torque of the vehicle in the current parking brake cycle using the target deceleration and the actual deceleration of the vehicle in the current parking brake cycle; A control instruction generation module is used to obtain the target torque of the vehicle in the current parking brake cycle based on the feedforward torque, the feedback torque and the braking torque, and generate a torque control instruction for the vehicle in the current parking brake cycle based on the target torque; the torque control instruction is used to adjust the motor torque output of the vehicle to the target torque to control the parking brake of the vehicle.

12. A vehicle controller, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 10 are implemented.

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