Vehicle driving torque control method, device, equipment, medium and program product

Abstract

The invention provides a vehicle running torque control method, device and equipment suitable for a user outside a vehicle, a medium and a program product, and aims to solve the problem that flexibility is insufficient when torque is directly determined through pedal map. The method comprises the steps of determining a first compensation factor corresponding to a basic driving mode in response to a detected user instruction; wherein the user instruction comprises the basic driving mode; determining a to-be-corrected torque corresponding to the basic driving mode; and correcting the to-be-corrected torque by using the first compensation factor to obtain a target torque.

Description

Technical Field

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

[0002] The Pedal Map is a three-dimensional visualization model that depicts the relationship between output torque, accelerator pedal position, and vehicle speed. By mapping pedal position (i.e., pedal displacement) to vehicle power demand, it visually displays the torque corresponding to each accelerator pedal position under different vehicle speed conditions. The core function of the Pedal Map is to convert acceleration and deceleration commands sent by the driver through pedal operation into output torque, thereby visualizing power output characteristics.

[0003] In the prior art, pedal maps are typically pre-calibrated for different driving modes (e.g., economy mode, sport mode, etc.). This allows the user to query these pedal maps during driving to determine the output torque that meets the driving mode. While the prior art has adapted different driving modes to driving scenarios and styles, the output torque obtained by querying the pedal maps during actual driving is still overly mechanical and lacks flexibility because the pedal maps are pre-calibrated. Summary of the Invention

[0004] Based on this, it is necessary to provide a vehicle driving torque control method, device, equipment, medium and program product suitable for users outside the vehicle to address the above technical problems.

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

[0006] In response to detecting a user instruction, determining a first compensation factor corresponding to a base driving pattern; wherein the user instruction includes the base driving pattern;

[0007] determining a torque to be corrected corresponding to the basic driving mode;

[0008] The first compensation factor is used to correct the torque to be corrected to obtain a target torque.

[0009] In some embodiments, in response to detecting the user instruction, determining a first compensation factor corresponding to the basic driving mode includes:

[0010] receiving the user instruction and reading the basic driving mode in the user instruction;

[0011] Acquiring a first mapping relationship matching the basic driving mode;

[0012] The first compensation factor is determined by querying the first mapping relationship.

[0013] In some embodiments, the first mapping relationship includes a correspondence between a plurality of sets of preset intervals of the first driving parameter and the second compensation factor;

[0014] The determining the first compensation factor by querying the first mapping relationship includes:

[0015] obtaining the first driving parameter;

[0016] In response to the first driving parameter being located in a target interval within the preset interval, the first mapping relationship is queried to determine that the second compensation factor corresponding to the target interval is the first compensation factor.

[0017] In some embodiments, in response to the first driving parameter being within a target interval within the preset interval, querying the first mapping relationship and determining that the second compensation factor corresponding to the target interval is the first compensation factor includes:

[0018] In response to the first driving parameter being within the target interval, querying interval information of the target interval; wherein the interval information includes a historical accumulated value and a preset first threshold;

[0019] Updating the historical cumulative value in the interval information to obtain an updated cumulative value;

[0020] In response to the updated cumulative value reaching the first threshold, the first mapping relationship is queried to determine that the second compensation factor corresponding to the target interval is the first compensation factor.

[0021] In some embodiments, in response to the first driving parameter being within a target interval within the preset interval, querying the first mapping relationship and determining that the second compensation factor corresponding to the target interval is the first compensation factor includes:

[0022] In response to the first driving parameter being within the target range, querying a first mileage and / or a first driving duration of continuous driving of the vehicle;

[0023] In response to the first mileage being greater than a preset second threshold, and / or the first driving duration being greater than a preset third threshold, the second compensation factor corresponding to the target interval is determined to be the first compensation factor.

[0024] In some embodiments, the preset interval of the first driving parameter includes a first type interval of a first type parameter and a second type interval of a second type parameter;

[0025] The first mapping relationship includes a correspondence between the first type interval, the second type interval and the second compensation factor;

[0026] The obtaining of the first driving parameter includes:

[0027] Obtaining the first type parameter and obtaining the second type parameter;

[0028] The first type parameter and the second type parameter are combined to obtain the first driving parameter.

[0029] In some embodiments, the first type parameter indicates speed information of the vehicle, and the second type parameter indicates pedal information of the vehicle.

[0030] In some embodiments, in response to the first driving parameter being within a target interval within the preset interval, querying the first mapping relationship and determining that the second compensation factor corresponding to the target interval is the first compensation factor includes:

[0031] For a plurality of first-type intervals in the first mapping relationship, selecting a first sub-interval containing the first-type parameter;

[0032] For a plurality of second-type intervals in the first mapping relationship, selecting a second sub-interval containing the second-type parameter;

[0033] The first mapping relationship is queried, and the first compensation factor is determined based on the second compensation factors corresponding to the first sub-interval and the second sub-interval.

[0034] In some embodiments, the first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening;

[0035] The querying the first mapping relationship and determining the first compensation factor based on the second compensation factors corresponding to the first sub-interval and the second sub-interval includes:

[0036] The first mapping relationship is queried, and the second compensation factor corresponding to the first sub-interval and the second sub-interval is determined as the first compensation factor.

[0037] In some embodiments, the first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening, and a pedal change rate interval of a first pedal opening change rate;

[0038] The querying the first mapping relationship and determining the first compensation factor based on the second compensation factors corresponding to the first sub-interval and the second sub-interval includes:

[0039] querying the first mapping relationship to determine that the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval is an intermediate compensation factor;

[0040] determining a rate of change of the first pedal opening based on the first pedal opening;

[0041] Selecting a third sub-interval including the first pedal opening degree change rate from among the plurality of pedal change rate intervals in the first mapping relationship;

[0042] querying the first mapping relationship to determine a first correction factor corresponding to the third subinterval;

[0043] The product of the first correction factor and the intermediate compensation factor is determined as the first compensation factor.

[0044] In some embodiments, the first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening, and a preset pedal change rate threshold;

[0045] The querying the first mapping relationship and determining the first compensation factor based on the second compensation factors corresponding to the first sub-interval and the second sub-interval includes:

[0046] querying the first mapping relationship to determine that the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval is an intermediate compensation factor;

[0047] determining a pedal opening change rate based on the first pedal opening;

[0048] Based on the relative magnitude relationship between the pedal opening change rate and the pedal change rate threshold, querying the first mapping relationship to determine a second correction coefficient;

[0049] The product of the second correction coefficient and the intermediate compensation factor is determined as the first compensation factor.

[0050] In some embodiments, the step of correcting the to-be-corrected torque using the first compensation factor to obtain the target torque includes:

[0051] The target torque is determined based on a product of the first compensation factor and the torque to be corrected.

[0052] In some embodiments, determining the target torque based on the product of the first compensation factor and the torque to be corrected includes:

[0053] Acquire a plurality of second mapping relationships corresponding to a plurality of preset driving modes;

[0054] In the plurality of second mapping relationships, a plurality of reference torques are determined based on the queried second driving parameter;

[0055] In response to the product being greater than a maximum value among the plurality of reference torques, the maximum value among the plurality of reference torques is determined as the target torque.

[0056] In some embodiments, determining the torque to be corrected corresponding to the basic driving mode includes:

[0057] Selecting a target mapping relationship corresponding to the basic driving mode from a plurality of second mapping relationships corresponding to a plurality of preset driving modes;

[0058] In the target mapping relationship, the torque to be corrected is determined based on the queried second driving parameter.

[0059] In some embodiments, determining the torque to be corrected based on the queried second driving parameter in the target mapping relationship includes:

[0060] Obtaining historical revision information; wherein the historical revision information includes the historical revision time;

[0061] determining a current time, a time interval between the current time and the historical revision time, and determining a second mileage from the historical revision time to the current time;

[0062] In response to the time interval being greater than a fourth threshold, and / or the second mileage being greater than a fifth threshold, querying a second driving parameter;

[0063] The target mapping relationship is queried to obtain the torque to be corrected corresponding to the second driving parameter.

[0064] In a second aspect, an embodiment of the present application provides a vehicle driving torque control device, comprising:

[0065] a factor module for determining a first compensation factor corresponding to a base driving pattern in response to detecting a user instruction; wherein the user instruction includes the base driving pattern;

[0066] a torque module, configured to determine a torque to be corrected corresponding to the basic driving mode;

[0067] The correction module is configured to correct the torque to be corrected by using the first compensation factor to obtain a target torque.

[0068] In some embodiments, the factor module is specifically used to receive the user instruction and read the basic driving mode in the user instruction; obtain a first mapping relationship matching the basic driving mode; and determine the first compensation factor by querying the first mapping relationship.

[0069] In some embodiments, the first mapping relationship includes a correspondence between multiple sets of preset intervals of the first driving parameter and the second compensation factor; the factor module is specifically used to obtain the first driving parameter; in response to the first driving parameter being within a target interval within the preset interval, the first mapping relationship is queried to determine that the second compensation factor corresponding to the target interval is the first compensation factor.

[0070] In some embodiments, the factor module is specifically used to query the interval information of the target interval in response to the first driving parameter being located in the target interval; wherein the interval information includes a historical cumulative value and a preset first threshold; the historical cumulative value in the interval information is updated to obtain an updated cumulative value; in response to the updated cumulative value reaching the first threshold, the first mapping relationship is queried to determine that the second compensation factor corresponding to the target interval is the first compensation factor.

[0071] In some embodiments, the factor module is specifically used to query a first mileage and / or a first driving duration of continuous driving of the vehicle in response to the first driving parameter being within the target interval; and in response to the first mileage being greater than a preset second threshold, and / or the first driving duration being greater than a preset third threshold, determine that the second compensation factor corresponding to the target interval is the first compensation factor.

[0072] In some embodiments, the preset interval of the first driving parameter includes a first type interval of the first type parameter and a second type interval of the second type parameter; the first mapping relationship includes a correspondence between the first type interval, the second type interval and the second compensation factor; the factor module is specifically used to obtain the first type parameter and the second type parameter; and the first type parameter and the second type parameter are combined to obtain the first driving parameter.

[0073] In some embodiments, the factor module is specifically used to select a first sub-interval containing the first type parameters for multiple first type intervals in the first mapping relationship; select a second sub-interval containing the second type parameters for multiple second type intervals in the first mapping relationship; query the first mapping relationship, and determine the first compensation factor based on the second compensation factor corresponding to the first sub-interval and the second sub-interval.

[0074] In some embodiments, the first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening; the factor module is specifically used to query the first mapping relationship and determine the second compensation factor corresponding to the first sub-interval and the second sub-interval as the first compensation factor.

[0075] In some embodiments, the first type interval of the first type parameter is the vehicle speed interval of the first vehicle speed, and the second type interval of the second type parameter includes the pedal opening interval of the first pedal opening and the pedal change rate interval of the first pedal opening change rate; the factor module is specifically used to query the first mapping relationship, determine that the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval is the intermediate compensation factor; based on the first pedal opening, determine the first pedal opening change rate; among the multiple pedal change rate intervals in the first mapping relationship, select the third sub-interval containing the first pedal opening change rate; query the first mapping relationship to determine the first correction factor corresponding to the third sub-interval; and determine the product of the first correction factor and the intermediate compensation factor as the first compensation factor.

[0076] In some embodiments, the first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening, and a preset pedal change rate threshold; the factor module is specifically used to query the first mapping relationship, determine that the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval is an intermediate compensation factor; based on the first pedal opening, determine the pedal opening change rate; based on the relative size relationship between the pedal opening change rate and the pedal change rate threshold, query the first mapping relationship and determine the second correction coefficient; determine the product of the second correction coefficient and the intermediate compensation factor as the first compensation factor.

[0077] In some embodiments, the correction module is specifically configured to determine the target torque based on a product of the first compensation factor and the torque to be corrected.

[0078] In some embodiments, the correction module is further used to obtain multiple second mapping relationships corresponding to multiple preset driving modes; in the multiple second mapping relationships, multiple reference torques are determined based on the queried second driving parameters; in response to the product being greater than the maximum value among the multiple reference torques, the maximum value among the multiple reference torques is determined as the target torque.

[0079] In some embodiments, the torque module is specifically configured to select a target mapping relationship corresponding to the basic driving mode from a plurality of second mapping relationships corresponding to a plurality of preset driving modes; and in the target mapping relationship, determine the torque to be corrected based on the queried second driving parameter.

[0080] In some embodiments, the torque module is specifically used to obtain historical correction information; wherein the historical correction information includes a historical correction moment; determining a current moment, and a time interval between the current moment and the historical correction moment, and determining a second mileage from the historical correction moment to the current moment; in response to the time interval being greater than a fourth threshold, and / or the second mileage being greater than a fifth threshold, querying a second driving parameter; querying the target mapping relationship to obtain the torque to be corrected corresponding to the second driving parameter.

[0081] In a third aspect, an embodiment of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and for running on the processor, wherein when the processor executes the computer program, the method described in the first aspect and any possible implementation manner is implemented.

[0082] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method described in the first aspect and any possible implementation manner.

[0083] In a fifth aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the method described in the first aspect and any possible implementation method.

[0084] In the vehicle driving torque control method provided in the embodiment of the present application, the torque to be corrected corresponding to each basic driving mode is adaptively corrected using a first compensation factor corresponding to the basic driving mode. Thus, the first compensation factor is accurately matched to the torque to be corrected based on the basic driving mode, enabling the corresponding torque to be corrected to be flexibly corrected according to driving habits and driving style during vehicle driving to obtain the target torque, thereby effectively improving the driving experience.

[0085] Other features and advantages of the present invention will be described in the following description and, in part, will become apparent from the description or may be learned by practicing the present application. The objectives and other advantages of the present invention may be realized and obtained by the structures particularly pointed out in the written description, claims, and drawings. It should be understood that the above general description and the following detailed description are merely exemplary and explanatory and do not limit the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0086] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0087] Figure 1 This is a diagram of an application environment of a method for controlling vehicle driving torque in one embodiment;

[0088] Figure 2 1 is a flow chart of a method for controlling vehicle driving torque in one embodiment;

[0089] Figure 3 is a structural block diagram of a vehicle driving torque control device in one embodiment;

[0090] Figure 4 FIG. 4 is a structural diagram of an electronic device in one embodiment. DETAILED DESCRIPTION

[0091] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0092] It should be noted that the diagrams provided in the present embodiment are only schematic illustrations of the basic concept of the present invention. The diagrams only show the components related to the present invention and are not drawn according to the number, shape and size of the components during actual implementation. The type, quantity and ratio of each component during actual implementation can be changed at will, and the component layout type may also be more complex. The structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the content disclosed in the specification for people familiar with this technology to understand and read. They are not used to limit the limiting conditions for the implementation of the present invention. Therefore, they have no technical significance. Any modification of the structure, change of the proportional relationship or adjustment of the size should still fall within the scope of the technical content disclosed by the present invention without affecting the efficacy and purpose of the present invention. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description and are not used to limit the scope of the implementation of the present invention. Changes or adjustments in their relative relationships should also be considered as the scope of the implementation of the present invention without substantially changing the technical content.

[0093] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present invention. The appearance of the phrase in various places herein does not necessarily refer to the same embodiment, nor does it constitute a separate or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0094] As used herein, unless the context clearly indicates otherwise, the terms "a," "an," "an," and / or "the" are not intended to refer to the singular but may include the plural. Generally speaking, the terms "include" and "comprise" only indicate the inclusion of the steps and elements specifically identified, and these steps and elements do not constitute an exclusive list. A method or apparatus may also include additional steps or elements.

[0095] The definition of inclusion herein, such as the terms “having”, “may have”, “include” or “may include” as used herein, indicates the existence of the corresponding functions, operations, elements, etc. herein, and does not limit the existence of one or more other functions, operations, elements, etc. In addition, it should be understood that the terms “including” or “having” as used herein indicate the existence of the features, numbers, steps, operations, elements, components or their combination described in the specification, and do not exclude the existence or addition of one or more other features, numbers, steps, operations, elements, components or their combination.

[0096] Prefixes such as "first" and "second" are used in the embodiments of the present invention only to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers to distinguish description objects in the embodiments of the present application does not constitute a restriction on the described objects. For the statement of the described + object, please refer to the description in the context of the claims or embodiments, and no unnecessary restrictions should be constituted due to the use of such prefixes. In addition, in the description of this embodiment, unless otherwise specified, the meaning of "plurality" is two or more.

[0097] To facilitate understanding of the technical solutions provided by the embodiments of the present application, the following first introduces the design concepts of the embodiments of the present application:

[0098] In order to meet different driving scenarios and road conditions and adaptively provide different output torques, current vehicles are usually equipped with the following three driving modes for drivers to choose from: sports mode, soothing mode, and energy-saving mode. Among them, the sports mode is characterized by strong power output, which is especially suitable for use in scenarios that require higher power output, such as high-speed driving and climbing. For example, in the overtaking scenario on mountain roads, when the user selects the sports mode, it can be clearly felt that the vehicle's handling stability is better. The power output of the soothing mode is relatively flat, and it is usually suitable for congested urban road scenarios. Compared with the sports mode, the power output of the energy-saving mode is more obviously restricted. The vehicle travels at a speed to avoid energy waste, and the vehicle speed performance is usually relatively stable. The energy-saving mode is usually suitable for relatively smooth and stable driving scenarios.

[0099] The three driving modes described above are typically selected by the user. During driving, the vehicle queries the pedal map for the user-selected driving mode based on the vehicle speed and pedal opening obtained in real-time, obtaining the corresponding output torque. Understandably, driving modes are pre-classified into three categories, with corresponding pedal maps calibrated for each of these three driving modes to meet different driving needs. However, due to the diverse driving scenarios and driving habits of each user, the method for determining output torque using the pedal maps of the three driving modes described above is difficult to distinguish at a finer granularity, resulting in overly limited choices for the driver. This results in a lack of flexibility, which results in the vehicle's output torque not fully matching the user's driving needs during driving.

[0100] To this end, an embodiment of the present application provides a method for controlling vehicle driving torque. After detecting a user instruction, a corresponding first compensation factor is determined for the torque to be corrected based on the basic driving mode contained in the user instruction, so as to correct the torque to be corrected by the first compensation factor, thereby adaptively adjusting the torque and obtaining a target torque that is more compatible with the user's driving style.

[0101] It should be noted that the torque mentioned in the embodiments of the present application, such as driving torque, torque to be corrected and target torque, can all be understood as wheel-end torque; or, can also be understood as the output torque of the powertrain.

[0102] In addition, among the three driving modes mentioned above, the sports mode can also be called SPORT mode or Dynamic mode; the relaxation mode can also be called COMFORT mode; and the energy-saving mode can also be called ECO mode.

[0103] The vehicle driving torque control method provided by the present invention can be applied to Figure 1 In the application environment shown, the terminal 102 can communicate with the server 104 through the network.

[0104] In one embodiment, after receiving or collecting a user instruction, terminal 102 may transmit it to server 104 via a network. After receiving the user instruction, server 104 may read the basic driving pattern to determine the corresponding first compensation factor and the torque to be corrected. Ultimately, server 104 may use the first compensation factor to correct the torque to efficiently obtain the target torque. This information is then fed back to terminal 102 via the network, allowing terminal 102 to control the vehicle forward based on the target torque after receiving it. In this embodiment, the vehicle driving torque control method is implemented on server 104, thus offering the advantages of fast calculation speed and high efficiency.

[0105] In one embodiment, terminal 102 can send a request to server 104 via a network to pre-acquire pre-calibrated torques corresponding to multiple possible basic driving modes. Thus, after terminal 102 detects a user instruction and determines the basic driving mode in the user instruction, it can simultaneously determine the first compensation factor and select the corresponding pre-calibrated torque from the pre-acquired possible basic driving modes as the torque to be corrected. In this embodiment, the vehicle driving torque control method is applied to terminal 102. Therefore, when terminal 102 detects a user instruction, it can directly calculate the target torque, thus offering the advantage of high real-time performance. Furthermore, in this embodiment, terminal 102 can connect to server 104 via the network when a good network signal is available to maintain or update the pre-calibrated torque.

[0106] In the above embodiment, the terminal 102 may be, but is not limited to, a vehicle terminal, a driving computer, an ECU (Electronic Control Unit), or a VCU (Vehicle Control Unit). The server 104 may be an independent server or a server cluster consisting of multiple servers.

[0107] In order to solve the problem of being too mechanical and lacking flexibility due to directly determining the output torque through the pedal map, the embodiment of the present application provides a method for controlling the vehicle driving torque. The following is an example of applying this method to an ECU. Please refer to Figure 2 , the method comprises the following steps:

[0108] Step 201 : In response to detecting a user instruction, determining a first compensation factor corresponding to a basic driving mode.

[0109] Among them, user instructions include basic driving mode.

[0110] Specifically, the user instruction may include first and second instructions. The first instruction indicates that a target driving mode is to be used. This target driving mode can be considered a smart mode. Therefore, this target driving mode serves as an independent driving mode, parallel to the sport mode, the slow mode, and the energy-saving mode. The second instruction indicates the basic driving mode of the smart mode. This basic driving mode can be selected from the group consisting of the sport mode, the slow mode, and the energy-saving mode.

[0111] Step 202 : Determine the torque to be corrected corresponding to the basic driving mode.

[0112] Specifically, a second driving parameter may be first queried. This second driving parameter is obtained in real time during step 202 to determine the torque to be corrected. Then, the torque to be corrected corresponding to this second driving parameter may be queried in a second mapping relationship corresponding to the basic driving mode.

[0113] In one embodiment, multiple second mappings corresponding to multiple preset driving modes may be obtained. The preset driving modes include the aforementioned basic driving mode. The preset driving modes may include one or more of a sport mode, a relaxation mode, and an energy-saving mode. Then, a target mapping corresponding to the basic driving mode may be selected from the multiple second mappings corresponding to the preset driving modes. Finally, after determining the target mapping, a second driving parameter may be queried in real time to determine, in the target mapping, a torque to be corrected corresponding to the second driving parameter based on the queried second driving parameter.

[0114] Alternatively, if the preset driving mode and the basic driving mode use different naming schemes, a target driving mode corresponding to the basic driving mode can be selected from the preset driving modes. For example, the target driving mode can be selected by comparing the similarity between the mode information carried by the preset driving mode and the mode information carried by the basic driving mode. The second mapping relationship corresponding to the target driving mode is then the target mapping relationship.

[0115] In one embodiment, the second mapping relationship may be a pedal map that corresponds one-to-one with the basic driving mode; and the second driving parameter may be composed of a real-time vehicle speed and a real-time pedal opening obtained by real-time query.

[0116] Step 203: Correct the torque to be corrected using the first compensation factor to obtain the target torque.

[0117] Specifically, the target torque may be determined based on the product of the first compensation factor and the torque to be corrected.

[0118] In one embodiment, the target torque may be determined as the product of the first compensation factor and the torque to be corrected.

[0119] To avoid the problem of a degraded driving experience caused by excessive target torque and to further improve driving safety, in one embodiment, multiple second mappings corresponding to multiple preset driving modes may be obtained, where the preset driving modes include the aforementioned basic driving mode. These second mappings may, for example, be pedal maps corresponding to different driving modes. Then, based on the retrieved second driving parameter, multiple reference torques are determined within these multiple second mappings. These second mappings include correspondences between the second driving parameter and the reference torque. In other words, each second mapping contains a reference torque uniquely corresponding to the second driving parameter.

[0120] Next, in response to the product of the first compensation factor and the torque to be corrected being greater than a maximum value among the plurality of reference torques, the maximum value is determined as the target torque. Alternatively, in response to the product of the first compensation factor and the torque to be corrected being less than or equal to the maximum value among the plurality of reference torques, the product is determined as the target torque.

[0121] For example, the second driving parameter is composed of the third vehicle speed and the third pedal opening, and the second mapping relationship is pedalmap. Assume that the aforementioned multiple preset driving modes are composed of energy-saving mode, relaxation mode, and sports mode, and the basic driving mode is relaxation mode. The maximum value of the above multiple reference torques is, using the third vehicle speed and the third pedal opening, querying the pedal map corresponding to the sports mode, and obtaining the sports torque T q_sport Continue to use the third vehicle speed and the third pedal opening to query the pedal map corresponding to the basic driving mode: the relaxation mode, and obtain the above-mentioned torque to be corrected as T q_comfort Then determine the first compensation factor μ and the torque to be corrected T q_comfort The product of the torque T q_sport The relationship between the size of the target torque T q_G ; For details, please refer to the following formula:

[0122]

[0123] It can be seen that if the product of the first compensation factor and the torque to be corrected μ×T q_comfort Less than or equal to the above motion torque T q_sport , the μ×T q_comfort is the target torque. Otherwise, the motion torque T q_sport Determined as the target torque.

[0124] In particular, to prevent the vehicle from slowing down due to a too low target torque, thereby affecting the driving experience, in one embodiment, in response to the product of the first compensation factor and the to-be-corrected torque being less than a minimum value among the aforementioned multiple reference torques, the minimum value is determined as the target torque. Alternatively, in response to the product of the first compensation factor and the to-be-corrected torque being greater than or equal to the minimum value, the product of the first compensation factor and the to-be-corrected torque is determined as the target torque.

[0125] In the vehicle driving torque control method described in the above steps 201 to 203, the to-be-corrected torque is dynamically corrected by a first compensation factor corresponding to the driving style to generate a target torque. This allows adaptive adjustment to different driving styles and flexible generation of the target torque so as to drive the vehicle according to the target torque, thereby providing the occupants, especially the driver, with a driving experience that matches their driving and riding needs.

[0126] In one embodiment, the first compensation factor corresponds to a basic driving mode. When the basic driving mode is selected from one of a sport mode, a relaxation mode, or an energy-saving mode, the first compensation factor may include a first type compensation factor, a second type compensation factor, and a third compensation factor. Examples are as follows:

[0127] If the basic driving mode is the sport mode, the first compensation factor is a first-type compensation factor. If the basic driving mode is the slow mode, the first compensation factor is a second-type compensation factor. If the basic driving mode is the energy-saving mode, the first compensation factor is a third-type compensation factor.

[0128] Furthermore, in one embodiment, the first compensation factor has a one-to-one correspondence with the basic driving mode. In this embodiment, the first type of compensation factor corresponding to the sport mode is a pre-calibrated empirical value. Similarly, the second type of compensation factor corresponding to the soothing mode is a pre-calibrated empirical value. Furthermore, the third type of compensation factor corresponding to the energy-saving mode is a pre-calibrated empirical value.

[0129] Furthermore, the first compensation factor can be used to reflect the driver's driving style. That is, the first compensation factor corresponding to the basic driving mode can be used to adapt the basic driving mode and adaptively correct or compensate the torque to be corrected based on the driver's driving style. Thus, in one embodiment, the first compensation factor can be determined by the following method:

[0130] After detecting the user command, the basic driving mode in the user command can be read. A first mapping relationship matching the basic driving mode can then be obtained, and the first compensation factor can be obtained by querying the first mapping relationship. The first mapping relationship includes correspondences between multiple sets of first driving parameters and second compensation factors.

[0131] As can be seen, the first mapping relationship corresponding to the basic driving mode contains multiple second compensation factors for selection. Therefore, by selecting the first compensation factor in the first mapping relationship based on driver performance (i.e., the first driving parameter), a more fine-grained differentiation of driver performance can be achieved, thereby deriving a first compensation factor that better matches the driving style.

[0132] The first mapping relationship may be empirical data corresponding to the vehicle model obtained through pre-calibration.

[0133] Optionally, querying the first mapping relationship to obtain the first compensation factor may be implemented as follows: first, a first driving parameter may be obtained, and then, in the first mapping relationship, the second compensation factor corresponding to the first driving parameter closest to the first driving parameter is determined as the first compensation factor.

[0134] In one embodiment, the first mapping relationship may include a correspondence between multiple sets of preset intervals of the first driving parameter and the second compensation factor. The first mapping relationship may also be obtained by pre-calibration. For example, the second compensation factors for several preset intervals may be pre-calibrated and then generated by interpolation. The first compensation factor may be determined by the following implementation:

[0135] After obtaining the first driving parameter, the preset interval within which the first driving parameter falls can be determined and marked as a target interval. Then, the first mapping relationship can be queried and, based on the target interval, the second compensation factor corresponding to the target interval can be determined as the first compensation factor. That is, in response to the first driving parameter being within the target interval within the preset interval, the first mapping relationship can be queried and the second compensation factor corresponding to the target interval can be determined as the first compensation factor.

[0136] Alternatively, in response to the first driving parameter not being within any of the preset intervals, the first driving parameter may be re-determined at a preset interval to re-determine a newly obtained first driving parameter and a corresponding target interval. Alternatively, in response to the first driving parameter not being within any of the preset intervals, the first compensation factor may be determined to be 1.

[0137] To further accurately characterize driving style, in one embodiment, the first mapping relationship may be queried after the cumulative value of the first driving parameter within the target range reaches a preset first threshold. This allows the driver's driving style for the current vehicle to be initially established using the cumulative value of entries into the target range. Once this verification is successful, the first mapping relationship is queried to determine the first compensation factor, thereby improving the accuracy of the first compensation factor and generating a target torque that better matches the driver's driving needs. Specifically, in response to the first driving parameter being within the target range, range information for the target range is obtained to update the historical cumulative value of the first driving parameter entering the target range. This range information includes the historical cumulative value and a preset first threshold. The historical cumulative value in the range information is then updated to obtain an updated cumulative value. Since the updated cumulative value indicates the cumulative number of times the first driving parameter has entered the target range, each update of the historical cumulative value may be performed by incrementing the historical cumulative value by 1.

[0138] In this way, in response to the update cumulative value reaching the first threshold, the first mapping relationship is queried to determine that the second compensation factor corresponding to the target interval is the first compensation factor.

[0139] Alternatively, in response to the aforementioned updated cumulative value being less than the first threshold, it is determined that a new target torque is not generated temporarily, and the historical torque in the historical correction information is obtained. The historical torque is actually the target torque generated at the most recent historical correction time from the current time.

[0140] In the above embodiment, in order to update the historical cumulative value to improve the accuracy of the first compensation factor, after determining the updated cumulative value of the target interval and comparing it with the first threshold, the updated cumulative value is also marked as the historical cumulative value and recorded in the interval information of the target interval.

[0141] After determining the first compensation factor and executing the aforementioned step 203 accordingly to generate the target torque, in order to avoid repeatedly determining the same first compensation factor, which would result in a gradual decrease in the accuracy of the target torque, in one embodiment, after the target torque is generated in step 203, the historical accumulated values ​​in the interval information of each preset interval may be cleared.

[0142] To further accurately characterize the driving style and thus improve the accuracy of the first compensation factor, in one embodiment, the first mileage and / or first driving duration of the vehicle can be used to verify whether the current driver's driving style has been established, and then the first compensation factor can be determined. Specifically, in response to the first driving parameter being within the target range, the first mileage and / or first driving duration of the vehicle are queried.

[0143] In response to the first mileage being greater than a preset second threshold, and / or the first driving time being greater than a preset third threshold, it can be determined that a driving style has been formed, thereby querying the first mapping relationship to determine that the second compensation factor corresponding to the target interval is the first compensation factor.

[0144] The first mileage of the continuous driving refers to the vehicle driving mileage from the target time of the previous execution of step 203 to the current time.

[0145] The first driving duration of the continuous driving refers to the duration that the vehicle is in the driving state from the target time of the previous execution of step 203 to the current time.

[0146] In particular, if step 203 has not been executed before, the first mileage may be Odometer (Odometer) data, which can be obtained by querying ODO. The first driving duration may be the length of time the vehicle has been in driving from the time the vehicle was first used to the current moment.

[0147] Furthermore, in one embodiment, the first driving parameter may include a first type parameter and a second type parameter. In the first mapping relationship, the preset interval of the first driving parameter may include a first type interval of the first type parameter and a second type interval of the second type parameter. Therefore, when obtaining the first driving parameter, the first type parameter and the second type parameter may be obtained separately: the first type parameter is obtained, and the second type parameter is obtained. Then, the first type parameter and the second type parameter are combined to obtain the first driving parameter.

[0148] The first mapping relationship includes a correspondence between the first type interval, the second type interval, and the second compensation factor.

[0149] It should be noted that in this embodiment, to obtain the first driving parameter, the time stamps carried by the first and second type parameters obtained can be the same or different. When the time stamps carried by the first and second type parameters are different, it is sufficient that the interval between the corresponding times carried by the time stamps does not exceed a preset interval threshold. This is because the vehicle components that generate the first and second type parameters are different, and the time intervals at which each vehicle component generates or transmits signals may differ. Consequently, the time intervals between obtaining the first and second type parameters from the signals generated by the respective vehicle components may also differ.

[0150] Taking the 24-hour system as an example, the time stamp carried by the first type parameter is 9:10, and the time stamp carried by the second type parameter may be 9:12.

[0151] Thus, in one embodiment, the first mapping relationship can be considered as a set of two-dimensional mapping relationships, which includes the corresponding relationships between the first type interval, the second type interval, and the second compensation factor. The first mapping relationship is exemplified below by a two-dimensional table, see Table 1.

[0152] Table 1

[0153]

[0154]

[0155] In Table 1 above, m 11 、m 12 ……m 45 are the second compensation factors corresponding to the corresponding first type interval and second type interval respectively.

[0156] An embodiment is provided below to illustrate determining the first compensation factor based on the first mapping relationship:

[0157] First, for multiple first-type intervals in the first mapping relationship, a first sub-interval containing the first-type parameter is selected; that is, the first sub-interval to which the first-type parameter belongs is determined. Then, for multiple second-type intervals in the first mapping relationship, a second sub-interval containing the second-type parameter is selected; that is, the second sub-interval to which the second-type parameter belongs is determined. Finally, the first mapping relationship is queried, and the first compensation factor can be determined based on the second compensation factors corresponding to the first sub-interval and the second sub-interval.

[0158] It is understandable that the plurality of first-type intervals do not overlap with each other, and the plurality of second-type intervals do not overlap with each other.

[0159] Furthermore, the first type of parameter may indicate vehicle speed information. The second type of parameter may indicate vehicle pedal information.

[0160] Exemplarily, the first type parameter may include at least one of a first vehicle speed value corresponding to time, an average first vehicle speed value within a preset time window, and a maximum first vehicle speed value within a preset time window. Exemplarily, the second type parameter may include a first pedal opening and / or a rate of change of the first pedal opening.

[0161] The following description is made by taking, as an example, the first type parameter of the first driving parameter being the first vehicle speed and the second type parameter being the first pedal opening:

[0162] Corresponding to the first type parameter and the second type parameter, the first type interval of the first type parameter is the speed interval of the first vehicle speed, and the second type interval of the second type parameter is the pedal opening interval of the first pedal opening. The first mapping relationship includes the correspondence between the speed interval of the first vehicle speed and the pedal opening interval of the first pedal opening, and the second compensation factor. The first compensation factor can be determined according to the following method:

[0163] In response to the first vehicle speed in the first driving parameter being located in a first sub-interval of the first vehicle speed, and the first pedal opening in the first driving parameter being located in a second sub-interval of the above-mentioned pedal opening interval, the first mapping relationship is queried, and the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval can be determined as the first compensation factor.

[0164] That is, from the multiple preset ranges of the first vehicle speed, the preset range within which the first vehicle speed falls can be selected as the first subrange. Furthermore, from the multiple preset ranges of the first pedal opening, the preset range within which the first pedal opening falls can be selected as the second subrange. The first subrange and the second subrange constitute a target range. Based on the first mapping relationship, the second compensation factor corresponding to the target range can be determined as the first compensation factor. Continuing with the example of determining the target range for the first driving parameter, assume that the preset range for the first vehicle speed consists of less than or equal to 80 km / h and greater than 80 km / h, and the preset range for the first pedal opening consists of less than or equal to 50% and greater than 50%. The acquired first driving parameters include a first vehicle speed of 70 km / h and a pedal opening of 60%. The first subrange corresponding to the first vehicle speed in the first driving parameter can be determined to be less than or equal to 80 km / h, and the second subrange corresponding to the first pedal opening in the first driving parameter can be greater than 50%. Finally, the first subrange and the second subrange can be combined to obtain the target range.

[0165] Furthermore, taking the first type parameter of the first driving parameter as the first vehicle speed and the second type parameter including the first pedal opening and the first pedal opening change rate as an example, the following is explained:

[0166] The first type interval of the first type parameter is a vehicle speed interval of the first vehicle speed. The second type interval of the second type parameter includes a pedal opening interval of the first pedal opening and a pedal change rate interval of the first pedal opening change rate.

[0167] Correspondingly, the first mapping relationship may include a correspondence between vehicle speed intervals, pedal opening intervals and the second compensation factor, and a correspondence between pedal change rate intervals and a selected correction factor. The selected correction factor indicates the pedal usage habits in the corresponding pedal change rate intervals.

[0168] The first compensation factor can be determined in the following manner: in response to the first vehicle speed in the first driving parameter being in the first sub-interval of the vehicle speed interval, and the first pedal opening in the first driving parameter being in the second sub-interval of the pedal opening interval, the first mapping relationship is queried to determine that the second compensation factor corresponding to the first sub-interval and the second sub-interval is an intermediate compensation factor. Then, based on the first pedal opening, the first pedal opening change rate is determined. Then, among the multiple pedal change rate intervals in the first mapping relationship, a third sub-interval containing the first pedal opening change rate is selected. Finally, the first mapping relationship can be further queried to determine that the selected correction factor corresponding to the third sub-interval is the first correction factor. And the product of the first correction factor and the aforementioned intermediate compensation factor is determined as the above-mentioned first compensation factor.

[0169] Illustratively, the first pedal opening change rate may be obtained by taking the derivative of the first pedal opening with respect to time.

[0170] Furthermore, the first type parameter is the first vehicle speed, and the second type parameter is the first pedal opening and the pedal change rate threshold.

[0171] Correspondingly, the first mapping relationship may include a correspondence between a first vehicle speed interval, a first pedal opening interval, and a second compensation factor. The first mapping relationship may also include a candidate correction factor corresponding to a value less than or equal to the aforementioned pedal change rate threshold, and a candidate correction factor corresponding to a value greater than the pedal change rate threshold. The first compensation factor may be determined according to the following implementation:

[0172] In response to the first vehicle speed in the first driving parameter being located in the first sub-range of the aforementioned vehicle speed range, and the first pedal opening in the first driving parameter being located in the second sub-range of the aforementioned pedal opening range, a first mapping relationship is queried to determine that the second compensation factor corresponding to the first sub-range and the second sub-range is the intermediate compensation factor.

[0173] Then, based on the first pedal opening, a pedal opening change rate is determined. Based on the relative magnitude relationship between the pedal opening change rate and the aforementioned pedal change rate threshold, the first mapping relationship is queried to determine a second correction factor. Finally, the product of the second correction factor and the intermediate compensation factor is determined as the first compensation factor.

[0174] Furthermore, to better match the target torque to the driving style, in one embodiment, a corresponding first compensation factor and a corresponding torque to be modified can be determined based on different basic driving modes. Therefore, after determining the first compensation factor corresponding to the basic driving mode, an embodiment is provided below to illustrate the torque to be modified corresponding to the basic driving mode:

[0175] First, from among multiple second mappings corresponding to multiple preset driving modes, a second mapping corresponding to the aforementioned basic driving mode can be selected as a target mapping. Then, within this target mapping, a torque to be corrected can be determined based on the retrieved second driving parameter. Specifically, historical correction information can be obtained. This historical correction information includes a historical correction time. This historical correction time indicates the time at which the historical target torque to be corrected was corrected using a historical first compensation factor to generate the historical target torque. Next, the current time and the time interval between the current time and the historical correction time are determined. A second mileage from the historical correction time to the current time is also determined; that is, the mileage traveled by the vehicle between the historical correction time and the current time. Next, in response to the time interval being greater than a fourth threshold and / or the second mileage being greater than a fifth threshold, a second driving parameter is retrieved. The second driving parameter is retrieved in real time and contains the same parameter types as the first driving parameter. For example, if the first driving parameter includes a first vehicle speed and a first pedal opening, the second driving parameter also includes a third vehicle speed and a third pedal opening obtained in real time. Since the target mapping relationship is the correspondence between the second driving parameter and the torque to be corrected, adapted for the basic driving mode, the target mapping relationship can be queried to obtain the torque to be corrected corresponding to the second driving parameter. It is understood that the historical correction information may include multiple historical correction times. These multiple historical correction times can be arranged sequentially to form a sequence, from which the last historical correction time in the historical correction information can be further extracted—that is, the historical correction time closest to the current time—to determine the aforementioned time interval and the second mileage. If the historical correction information contains multiple historical correction times, the time interval between the last historical correction time and the current time can be determined, and the second mileage from the last historical correction time to the current time can be determined.

[0176] This can avoid the problem of correcting the torque to be corrected twice or more in a short period of time, generating different target torques, and causing a degradation in driving experience, such as motion sickness.

[0177] The following provides an embodiment to further illustrate the method for determining the vehicle driving torque described in steps 201 to 203:

[0178] Assuming the basic driving mode is the soothing mode, the first compensation factor is obtained by obtaining the first driving parameter and querying a first mapping relationship. The first mapping relationship includes a correspondence between a first type of vehicle speed interval, a second type of pedal opening interval, and a second compensation factor to be selected.

[0179] The torque to be corrected is obtained by querying the second driving parameter and the second mapping relationship in real time.

[0180] The first mapping relationship is shown in Table 2; the second mapping relationship is the pedal map.

[0181] Table 2

[0182]

[0183] Note: The intervals in the table are open at the beginning and closed at the end.

[0184] In Table 2, the interval information for each first-type interval (i.e., vehicle speed interval) and each second-type interval (i.e., pedal opening interval) includes the corresponding first threshold value count. For example, count11 is the first threshold value corresponding to the vehicle speed interval 0-40 km / h. Count21 is the first threshold value corresponding to the pedal opening interval 0-30%. The first threshold values ​​for these first-type intervals can be the same or different. Similarly, the second threshold values ​​for the second-type intervals can be the same or different.

[0185] The target torque is determined as follows:

[0186] In response to the change in pedal opening being greater than a corresponding threshold value and / or the change in vehicle speed being greater than a corresponding threshold value, the user command is determined based on a basic driving mode specified by the user. In this embodiment, the basic driving mode is exemplified as a soothing mode.

[0187] In response to detecting a user instruction, first, a first vehicle speed and a first pedal opening are acquired as first driving parameters.

[0188] Then, it is determined that the first vehicle speed corresponds to the vehicle speed range described in Table 1, and the historical cumulative value corresponding to the vehicle speed range is increased by 1; for example, when querying for the first time, the historical cumulative value is recorded as 1.

[0189] Similarly, determine that the first pedal opening corresponds to the pedal opening range in Table 1, and add 1 to the historical cumulative value corresponding to the pedal opening range; for example, when querying for the first time, the historical cumulative value is recorded as 1.

[0190] In response to the first vehicle speed entering the corresponding vehicle speed interval, the update obtained by adding 1 to the historical cumulative value of the vehicle speed interval is greater than the corresponding first threshold; and, the first pedal opening enters the corresponding pedal opening interval, the historical cumulative value of the pedal opening interval is added 1, and the updated cumulative value obtained is greater than the corresponding first threshold. The first mapping relationship in Table 2 is queried, and the first compensation factor can be determined through the corresponding vehicle speed interval and the corresponding pedal opening interval.

[0191] For example, if the first vehicle speed is 0-40, and the updated cumulative value obtained by adding 1 to the historical cumulative value is equal to the corresponding first threshold value count11, and the pedal opening range of the first pedal opening is 0-30%, and the updated cumulative value obtained by adding 1 to the historical cumulative value is greater than or equal to the corresponding first threshold value count21, the first compensation factor can be determined to be μ 21 .

[0192] At this time, the second driving parameter is queried in real time: the second vehicle speed and the second pedal opening, and the pedal map of the relaxation mode is obtained to determine the torque corresponding to the second vehicle speed and the second pedal opening as the torque to be corrected T q_comfort Then the target torque T q_G Calculated by the following formula: T q_G =μ 21 ×T q_comfort .

[0193] In particular, the second driving parameter queried in real time can be used to query the pedal map in the sports mode to determine the torque corresponding to the second driving parameter as the reference torque; when T q_G If the torque is greater than the reference torque, the reference torque is determined as the target torque.

[0194] It should be noted that the first compensation factor in Table 2 can be greater than 1 or less than 1; for example, μ 44 It can be 1.2, μ 0.8 It can be 0.8. In addition, in Table 2, the first compensation factor corresponding to the interval of smaller values ​​and the first compensation factor corresponding to the interval of larger values ​​can be in a sequentially increasing relationship. For example, from μ 11 to μ 14 The first compensation factor of μ can be increased successively; 11 to μ 41 The first compensation factor can be increased sequentially.

[0195] It should be understood that although Figure 2The steps in the flowchart are shown in sequence as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in this document, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. In addition, Figure 2 At least part of the steps may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least part of the sub-steps or stages of other steps.

[0196] Based on the same inventive concept, Figure 3 As shown, the embodiment of the present application provides a vehicle driving torque control device, including: a compensation module 301, a torque module 302 and a correction module 303, wherein:

[0197] The factor module 301 is configured to determine a first compensation factor corresponding to a basic driving mode in response to detecting a user instruction, wherein the user instruction includes the basic driving mode.

[0198] The torque module 302 is configured to determine a torque to be corrected corresponding to the basic driving mode.

[0199] The correction module 303 is configured to correct the torque to be corrected by using the first compensation factor to obtain a target torque.

[0200] In one embodiment, the factor module 301 is specifically configured to:

[0201] The method includes receiving the user instruction and reading the basic driving mode in the user instruction; obtaining a first mapping relationship matching the basic driving mode; and determining the first compensation factor by querying the first mapping relationship.

[0202] In one embodiment, the first mapping relationship includes a correspondence between multiple sets of preset intervals of the first driving parameter and the second compensation factor; the factor module 301 is specifically configured to:

[0203] Acquire the first driving parameter; in response to the first driving parameter being in a target interval within the preset interval, query the first mapping relationship and determine that the second compensation factor corresponding to the target interval is the first compensation factor.

[0204] In one embodiment, the factor module 301 is specifically configured to:

[0205] In response to the first driving parameter being within the target interval, querying interval information of the target interval; wherein the interval information includes a historical cumulative value and a preset first threshold; updating the historical cumulative value in the interval information to obtain an updated cumulative value; and in response to the updated cumulative value reaching the first threshold, querying the first mapping relationship,

[0206] In one embodiment, the factor module 301 is specifically configured to:

[0207] In response to the first driving parameter being within the target interval, a first mileage and / or a first driving duration of the vehicle's continuous driving are queried; in response to the first mileage being greater than a preset second threshold, and / or the first driving duration being greater than a preset third threshold, the second compensation factor corresponding to the target interval is determined to be the first compensation factor.

[0208] In one embodiment, the preset interval of the first driving parameter includes a first type interval of a first type parameter and a second type interval of a second type parameter; the first mapping relationship includes a correspondence between the first type interval, the second type interval, and the second compensation factor; and the factor module 301 is specifically configured to:

[0209] The first type parameter is obtained, and the second type parameter is obtained; the first type parameter and the second type parameter are combined to obtain the first driving parameter.

[0210] In one embodiment, the factor module 301 is specifically configured to:

[0211] For multiple first-type intervals in the first mapping relationship, select a first sub-interval containing the first-type parameters; for multiple second-type intervals in the first mapping relationship, select a second sub-interval containing the second-type parameters; query the first mapping relationship, and determine the first compensation factor based on the second compensation factors corresponding to the first sub-interval and corresponding to the second sub-interval.

[0212] In one embodiment, the first type interval of the first type parameter is a speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening; the factor module 301 is specifically configured to:

[0213] The first mapping relationship is queried, and the second compensation factor corresponding to the first sub-interval and the second sub-interval is determined as the first compensation factor.

[0214] In one embodiment, the first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening and a pedal change rate interval of a first pedal opening change rate; the factor module 301 is specifically configured to:

[0215] Query the first mapping relationship to determine that the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval is an intermediate compensation factor; determine the first pedal opening change rate based on the first pedal opening; select a third sub-interval containing the first pedal opening change rate from the multiple pedal change rate intervals in the first mapping relationship; query the first mapping relationship to determine the first correction factor corresponding to the third sub-interval; and determine the product of the first correction factor and the intermediate compensation factor as the first compensation factor.

[0216] In one embodiment, the first type interval of the first type parameter is a first vehicle speed interval, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening and a preset pedal change rate threshold; the factor module 301 is specifically configured to:

[0217] Query the first mapping relationship and determine that the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval is an intermediate compensation factor; determine the pedal opening change rate based on the first pedal opening; query the first mapping relationship based on the relative size relationship between the pedal opening change rate and the pedal change rate threshold to determine the second correction coefficient; determine the product of the second correction coefficient and the intermediate compensation factor as the first compensation factor.

[0218] In one embodiment, the correction module 303 is specifically configured to:

[0219] The target torque is determined based on a product of the first compensation factor and the torque to be corrected.

[0220] In one embodiment, the correction module 303 is further configured to:

[0221] Acquire multiple second mapping relationships corresponding to multiple preset driving modes; in the multiple second mapping relationships, determine multiple reference torques based on the queried second driving parameter; in response to the product being greater than the maximum value among the multiple reference torques, determine the maximum value among the multiple reference torques as the target torque.

[0222] In one embodiment, the torque module 302 is specifically configured to select a target mapping relationship corresponding to the basic driving mode from a plurality of second mapping relationships corresponding to a plurality of preset driving modes; and determine the torque to be corrected in the target mapping relationship based on the queried second driving parameter.

[0223] In one embodiment, the torque module 302 is specifically configured to:

[0224] Obtaining historical correction information; wherein the historical correction information includes a historical correction moment; determining a current moment, a time interval between the current moment and the historical correction moment, and determining a second mileage from the historical correction moment to the current moment; in response to the time interval being greater than a fourth threshold value, and / or the second mileage being greater than a fifth threshold value, querying a second driving parameter; querying the target mapping relationship to obtain the torque to be corrected corresponding to the second driving parameter.

[0225] The specific definitions of the vehicle torque control device can be found in the definitions of the vehicle torque control method described above and will not be further elaborated here. Each module within the aforementioned vehicle torque control device may be implemented in whole or in part via software, hardware, or a combination thereof. Each of these modules may be embedded in or independent of a processor within an electronic device in hardware form, or may be stored in a memory within the electronic device in software form, allowing the processor to invoke and execute the corresponding operations of each module.

[0226] Based on the same inventive concept, see Figure 4 The present application also provides an electronic device. In one embodiment, the electronic device may include a memory 401, a communication module 403, and one or more processors 402 as shown in the figure.

[0227] The memory 401 is used to store computer programs executed by the processor 402. The memory 401 may mainly include a program storage area and a data storage area. The program storage area may store an operating system; the data storage area may store various operating instruction sets.

[0228] Memory 401 may be a volatile memory, such as random-access memory (RAM); a non-volatile memory, such as read-only memory, flash memory, a hard disk drive (HDD), or a solid-state drive (SSD); or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and accessible by a computer, but is not limited thereto. Memory 401 may be a combination of the above memories.

[0229] The processor 402 may include one or more central processing units (CPUs) or digital processing units, etc. The processor 402 is configured to implement the above-mentioned method for controlling the vehicle driving torque by calling the computer program stored in the memory 401 .

[0230] The communication module 403 is used to communicate with terminal devices, site devices or other network devices.

[0231] The specific connection medium between the memory 401, the communication module 403 and the processor 402 is not limited in the embodiment of the present application. Figure 4 In the embodiment, the memory 401 and the processor 402 are connected via a bus 404. Figure 4 The connections between the other components are shown in bold lines, which are only for illustration and are not intended to be limiting. The bus 404 can be divided into an address bus, a data bus, a control bus, etc. For ease of description, Figure 4 The diagram shows a single thick line, but this does not indicate that there is only one bus or one type of bus.

[0232] Memory 401 stores a computer storage medium, which stores computer-executable instructions for implementing the method for determining vehicle driving torque control according to embodiments of the present application. Processor 402 is configured to execute the method for controlling vehicle driving torque according to each embodiment of the computer-executable instructions.

[0233] In one embodiment, when the computer executable instructions are executed by the processor 402, the following steps are further implemented:

[0234] In response to detecting a user instruction, determining a first compensation factor corresponding to a base driving pattern; wherein the user instruction includes the base driving pattern;

[0235] determining a torque to be corrected corresponding to the basic driving mode;

[0236] The first compensation factor is used to correct the torque to be corrected to obtain a target torque.

[0237] In one embodiment, when the computer executable instructions are executed by the processor 402, the following steps are further implemented: receiving the user instruction and reading the basic driving mode in the user instruction; obtaining a first mapping relationship that matches the basic driving mode; and determining the first compensation factor by querying the first mapping relationship.

[0238] In one embodiment, the first mapping relationship includes a correspondence between multiple sets of preset intervals of the first driving parameter and the second compensation factor; when the computer executable instructions are executed by the processor 402, the following steps are further implemented: obtaining the first driving parameter; in response to the first driving parameter being within a target interval within the preset interval, querying the first mapping relationship, and determining that the second compensation factor corresponding to the target interval is the first compensation factor.

[0239] In one embodiment, when the computer executable instructions are executed by the processor 402, the following steps are further implemented:

[0240] In response to the first driving parameter being within the target interval, querying interval information of the target interval; wherein the interval information includes a historical cumulative value and a preset first threshold; updating the historical cumulative value in the interval information to obtain an updated cumulative value; and in response to the updated cumulative value reaching the first threshold, querying the first mapping relationship to determine that the second compensation factor corresponding to the target interval is the first compensation factor.

[0241] In one embodiment, the preset interval of the first driving parameter includes a first type interval of a first type parameter and a second type interval of a second type parameter; the first mapping relationship includes a correspondence between the first type interval, the second type interval, and the second compensation factor; and when the computer-executable instructions are executed by the processor 402, the following steps are further implemented:

[0242] In response to the first driving parameter being within the target interval, a first mileage and / or a first driving duration of the vehicle's continuous driving are queried; in response to the first mileage being greater than a preset second threshold, and / or the first driving duration being greater than a preset third threshold, the second compensation factor corresponding to the target interval is determined to be the first compensation factor.

[0243] In one embodiment, when the computer executable instructions are executed by the processor 402, the following steps are further implemented: obtaining the first type parameter and obtaining the second type parameter; combining the first type parameter and the second type parameter to obtain the first driving parameter.

[0244] In one embodiment, when the computer executable instructions are executed by the processor 402, the following steps are further implemented:

[0245] For multiple first-type intervals in the first mapping relationship, select a first sub-interval containing the first-type parameters; for multiple second-type intervals in the first mapping relationship, select a second sub-interval containing the second-type parameters; query the first mapping relationship, and determine the first compensation factor based on the second compensation factors corresponding to the first sub-interval and corresponding to the second sub-interval.

[0246] In one embodiment, the first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening; when the computer executable instructions are executed by the processor 402, the following steps are also implemented: querying the first mapping relationship, and determining the second compensation factor corresponding to the first sub-interval and the second sub-interval as the first compensation factor.

[0247] In one embodiment, the first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening, and a pedal change rate interval of a first pedal opening change rate; when the computer executable instructions are executed by the processor 402, the following steps are also implemented: querying the first mapping relationship to determine that the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval is an intermediate compensation factor; based on the first pedal opening, determining the first pedal opening change rate; among the multiple pedal change rate intervals in the first mapping relationship, selecting a third sub-interval containing the first pedal opening change rate; querying the first mapping relationship to determine the first correction factor corresponding to the third sub-interval; and determining the product of the first correction factor and the intermediate compensation factor as the first compensation factor.

[0248] In one embodiment, the first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening, and a preset pedal change rate threshold; when the computer executable instructions are executed by the processor 402, the following steps are also implemented: querying the first mapping relationship, determining that the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval is an intermediate compensation factor; determining the pedal opening change rate based on the first pedal opening; querying the first mapping relationship based on the relative size relationship between the pedal opening change rate and the pedal change rate threshold, and determining the second correction coefficient; determining the product of the second correction coefficient and the intermediate compensation factor as the first compensation factor.

[0249] In one embodiment, when the computer executable instructions are executed by the processor 402 , the following steps are further implemented: determining the target torque based on the product of the first compensation factor and the torque to be corrected.

[0250] In one embodiment, when the computer executable instructions are executed by the processor 402, the following steps are further implemented:

[0251] Acquire multiple second mapping relationships corresponding to multiple preset driving modes; in the multiple second mapping relationships, determine multiple reference torques based on the queried second driving parameter; in response to the product being greater than the maximum value among the multiple reference torques, determine the maximum value among the multiple reference torques as the target torque.

[0252] In one embodiment, when the computer executable instructions are executed by the processor 402, the following steps are further implemented:

[0253] A target mapping relationship corresponding to the basic driving mode is selected from a plurality of second mapping relationships corresponding to a plurality of preset driving modes; and in the target mapping relationship, the torque to be corrected is determined based on the queried second driving parameter.

[0254] In one embodiment, when the computer executable instructions are executed by the processor 402, the following steps are further implemented:

[0255] Obtaining historical correction information; wherein the historical correction information includes a historical correction moment; determining a current moment, a time interval between the current moment and the historical correction moment, and determining a second mileage from the historical correction moment to the current moment; in response to the time interval being greater than a fourth threshold value, and / or the second mileage being greater than a fifth threshold value, querying a second driving parameter; querying the target mapping relationship to obtain the torque to be corrected corresponding to the second driving parameter.

[0256] Those skilled in the art will understand that Figure 4The 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 electronic device to which the solution of the present application is applied. The specific electronic device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0257] Based on the same inventive concept, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the following steps are implemented:

[0258] In response to detecting a user instruction, determining a first compensation factor corresponding to a base driving pattern; wherein the user instruction includes the base driving pattern;

[0259] determining a torque to be corrected corresponding to the basic driving mode;

[0260] The first compensation factor is used to correct the torque to be corrected to obtain a target torque.

[0261] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0262] The method includes receiving the user instruction and reading the basic driving mode in the user instruction; obtaining a first mapping relationship matching the basic driving mode; and determining the first compensation factor by querying the first mapping relationship.

[0263] In one embodiment, the first mapping relationship includes a correspondence between multiple sets of preset intervals of the first driving parameter and the second compensation factor; when the computer program is executed by the processor, the following steps are further implemented: obtaining the first driving parameter; in response to the first driving parameter being within a target interval within the preset interval, querying the first mapping relationship, and determining that the second compensation factor corresponding to the target interval is the first compensation factor.

[0264] In one embodiment, when the computer program is executed by the processor, the following steps are further implemented: in response to the first driving parameter being within the target interval, querying interval information of the target interval; wherein the interval information includes a historical cumulative value and a preset first threshold; updating the historical cumulative value in the interval information to obtain an updated cumulative value; in response to the updated cumulative value reaching the first threshold, querying the first mapping relationship to determine that the second compensation factor corresponding to the target interval is the first compensation factor.

[0265] In one embodiment, when the computer program is executed by the processor, the following steps are further implemented: in response to the first driving parameter being within the target interval, querying a first mileage and / or a first driving duration of the vehicle's continuous driving; in response to the first mileage being greater than a preset second threshold, and / or the first driving duration being greater than a preset third threshold, determining that the second compensation factor corresponding to the target interval is the first compensation factor.

[0266] In one embodiment, the preset interval of the first driving parameter includes a first type interval of the first type parameter and a second type interval of the second type parameter; the first mapping relationship includes a correspondence between the first type interval, the second type interval and the second compensation factor; when the computer program is executed by the processor, it also implements the following steps: obtaining the first type parameter and obtaining the second type parameter; combining the first type parameter and the second type parameter to obtain the first driving parameter.

[0267] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0268] For multiple first-type intervals in the first mapping relationship, select a first sub-interval containing the first-type parameters; for multiple second-type intervals in the first mapping relationship, select a second sub-interval containing the second-type parameters; query the first mapping relationship, and determine the first compensation factor based on the second compensation factors corresponding to the first sub-interval and corresponding to the second sub-interval.

[0269] In one embodiment, the first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening; when the computer program is executed by the processor, the following steps are also implemented: querying the first mapping relationship, and determining the second compensation factor corresponding to the first sub-interval and the second sub-interval as the first compensation factor.

[0270] In one embodiment, the first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening and a pedal change rate interval of a first pedal opening change rate; when the computer program is executed by the processor, the following steps are further implemented: querying the first mapping relationship to determine that the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval is an intermediate compensation factor; determining the first pedal opening change rate based on the first pedal opening; selecting a third sub-interval including the first pedal opening change rate from the plurality of pedal change rate intervals in the first mapping relationship; querying the first mapping relationship to determine a first correction factor corresponding to the third sub-interval;

[0271] The product of the first correction factor and the intermediate compensation factor is determined as the first compensation factor.

[0272] In one embodiment, the first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening, and a preset pedal change rate threshold; when the computer program is executed by the processor, the following steps are also implemented: querying the first mapping relationship, determining that the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval is an intermediate compensation factor; determining the pedal opening change rate based on the first pedal opening; querying the first mapping relationship based on the relative size relationship between the pedal opening change rate and the pedal change rate threshold, and determining the second correction coefficient; determining the product of the second correction coefficient and the intermediate compensation factor as the first compensation factor.

[0273] In one embodiment, when the computer program is executed by the processor, the computer program further implements the following step: determining the target torque based on the product of the first compensation factor and the torque to be corrected.

[0274] In one embodiment, when the computer program is executed by the processor, the following steps are also implemented: obtaining multiple second mapping relationships corresponding to multiple preset driving modes; determining multiple reference torques in the multiple second mapping relationships based on the queried second driving parameters; in response to the product being greater than the maximum value among the multiple reference torques, determining the maximum value among the multiple reference torques as the target torque.

[0275] In one embodiment, when the computer program is executed by the processor, the following steps are further implemented: from a plurality of second mapping relationships corresponding to a plurality of preset driving modes, a target mapping relationship corresponding to the basic driving mode is selected; and in the target mapping relationship, the torque to be corrected is determined based on the queried second driving parameter.

[0276] In one embodiment, when the computer program is executed by the processor, the following steps are further implemented: obtaining historical correction information; wherein the historical correction information includes a historical correction moment; determining a current moment, and a time interval between the current moment and the historical correction moment, and determining a second mileage from the historical correction moment to the current moment; in response to the time interval being greater than a fourth threshold, and / or the second mileage being greater than a fifth threshold, querying a second driving parameter; querying the target mapping relationship to obtain the torque to be corrected corresponding to the second driving parameter.

[0277] 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 embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0278] Based on the same inventive concept, an embodiment of the present application further provides a computer program product, including a computer program, which, when executed by a processor, implements any of the above-mentioned vehicle driving torque control methods.

[0279] The program code for executing the computer program product of the present application may be written in any combination of one or more programming languages, and the program code may be executed entirely on the user device, partially on the user device, as an independent software package, partially on the user device and partially on a remote device, or entirely on the remote device.

[0280] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0281] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0282] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0283] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of user-operated steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable device to implement the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0284] 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 invention. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. A method for controlling vehicle driving torque, characterized in that: include: In response to detecting a user instruction, determining a first compensation factor corresponding to a base driving pattern; wherein the user instruction includes the base driving pattern; determining a torque to be corrected corresponding to the basic driving mode; The first compensation factor is used to correct the torque to be corrected to obtain a target torque.

2. The method according to claim 1, wherein In response to detecting a user instruction, determining a first compensation factor corresponding to the basic driving mode includes: receiving the user instruction and reading the basic driving mode in the user instruction; Acquiring a first mapping relationship matching the basic driving mode; The first compensation factor is determined by querying the first mapping relationship.

3. The method according to claim 2, wherein The first mapping relationship includes a correspondence between a plurality of sets of preset intervals of the first driving parameters and the second compensation factors; The determining the first compensation factor by querying the first mapping relationship includes: obtaining the first driving parameter; In response to the first driving parameter being located in a target interval within the preset interval, the first mapping relationship is queried to determine that the second compensation factor corresponding to the target interval is the first compensation factor.

4. The method according to claim 3, wherein In response to the first driving parameter being within a target interval within the preset interval, querying the first mapping relationship and determining that the second compensation factor corresponding to the target interval is the first compensation factor includes: In response to the first driving parameter being within the target interval, querying interval information of the target interval; wherein the interval information includes a historical accumulated value and a preset first threshold; Updating the historical cumulative value in the interval information to obtain an updated cumulative value; In response to the updated cumulative value reaching the first threshold, the first mapping relationship is queried to determine that the second compensation factor corresponding to the target interval is the first compensation factor.

5. The method according to claim 3, wherein In response to the first driving parameter being within a target interval within the preset interval, querying the first mapping relationship and determining that the second compensation factor corresponding to the target interval is the first compensation factor includes: In response to the first driving parameter being within the target range, querying a first mileage and / or a first driving duration of continuous driving of the vehicle; In response to the first mileage being greater than a preset second threshold, and / or the first driving duration being greater than a preset third threshold, the second compensation factor corresponding to the target interval is determined to be the first compensation factor.

6. The method according to any one of claims 3 to 5, wherein: The preset interval of the first driving parameter includes a first type interval of a first type parameter and a second type interval of a second type parameter; The obtaining of the first driving parameter includes: Obtaining the first type parameter and obtaining the second type parameter; The first type parameter and the second type parameter are combined to obtain the first driving parameter.

7. The method according to claim 6, wherein In response to the first driving parameter being within a target interval within the preset interval, querying the first mapping relationship and determining that the second compensation factor corresponding to the target interval is the first compensation factor includes: For a plurality of first-type intervals in the first mapping relationship, selecting a first sub-interval containing the first-type parameter; For a plurality of second-type intervals in the first mapping relationship, selecting a second sub-interval containing the second-type parameter; The first mapping relationship is queried, and the first compensation factor is determined based on the second compensation factors corresponding to the first sub-interval and the second sub-interval.

8. The method according to claim 7, wherein The first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening; The querying the first mapping relationship and determining the first compensation factor based on the second compensation factors corresponding to the first sub-interval and the second sub-interval includes: The first mapping relationship is queried, and the second compensation factor corresponding to the first sub-interval and the second sub-interval is determined as the first compensation factor.

9. The method according to claim 7, wherein: The first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening and a pedal change rate interval of a first pedal opening change rate; The querying the first mapping relationship and determining the first compensation factor based on the second compensation factors corresponding to the first sub-interval and the second sub-interval includes: querying the first mapping relationship to determine that the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval is an intermediate compensation factor; determining a rate of change of the first pedal opening based on the first pedal opening; Selecting a third sub-interval including the first pedal opening degree change rate from among the plurality of pedal change rate intervals in the first mapping relationship; querying the first mapping relationship to determine a first correction factor corresponding to the third subinterval; The product of the first correction factor and the intermediate compensation factor is determined as the first compensation factor.

10. The method according to claim 7, wherein: The first type interval of the first type parameter is a vehicle speed interval of a first vehicle speed, and the second type interval of the second type parameter includes a pedal opening interval of a first pedal opening and a preset pedal change rate threshold; The querying the first mapping relationship and determining the first compensation factor based on the second compensation factors corresponding to the first sub-interval and the second sub-interval includes: querying the first mapping relationship to determine that the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval is an intermediate compensation factor; determining a pedal opening change rate based on the first pedal opening; Based on the relative magnitude relationship between the pedal opening change rate and the pedal change rate threshold, querying the first mapping relationship to determine a second correction coefficient; The product of the second correction coefficient and the intermediate compensation factor is determined as the first compensation factor.

11. The method according to claim 1, wherein The step of correcting the torque to be corrected by using the first compensation factor to obtain the target torque includes: The target torque is determined based on a product of the first compensation factor and the torque to be corrected.

12. The method according to claim 11, wherein The determining the target torque based on the product of the first compensation factor and the torque to be corrected includes: Acquire a plurality of second mapping relationships corresponding to a plurality of preset driving modes; In the plurality of second mapping relationships, a plurality of reference torques are determined based on the queried second driving parameter; In response to the product being greater than a maximum value among the plurality of reference torques, the maximum value among the plurality of reference torques is determined as the target torque.

13. The method according to any one of claims 1 to 5 and 7 to 12, wherein: The determining of the torque to be corrected corresponding to the basic driving mode includes: Selecting a target mapping relationship corresponding to the basic driving mode from a plurality of second mapping relationships corresponding to a plurality of preset driving modes; In the target mapping relationship, the torque to be corrected is determined based on the queried second driving parameter.

14. The method according to claim 13, wherein Determining the torque to be corrected based on the queried second driving parameter in the target mapping relationship includes: Obtaining historical revision information; wherein the historical revision information includes the historical revision time; determining a current time, a time interval between the current time and the historical revision time, and determining a second mileage from the historical revision time to the current time; In response to the time interval being greater than a fourth threshold, and / or the second mileage being greater than a fifth threshold, querying the second driving parameter; The target mapping relationship is queried to obtain the torque to be corrected corresponding to the second driving parameter.

15. A vehicle driving torque control device, characterized in that: include: a factor module for determining a first compensation factor corresponding to a base driving pattern in response to detecting a user instruction; wherein the user instruction includes the base driving pattern; a torque module, configured to determine a torque to be corrected corresponding to the basic driving mode; The correction module is configured to correct the torque to be corrected by using the first compensation factor to obtain a target torque.

16. An electronic device comprising a memory, a processor, and a computer program stored in the memory and configured to run on the processor, wherein: When the processor executes the computer program, the method according to any one of claims 1 to 14 is implemented.

17. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 14 is implemented.

18. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the method according to any one of claims 1 to 14 is implemented.

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