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

Abstract

This invention provides a method, device, equipment, medium, and program product for controlling vehicle driving torque for users outside the vehicle, to solve the problem of insufficient flexibility in directly determining torque through a pedal map. The method includes: in response to detecting a user command, determining a first compensation factor corresponding to a basic driving mode; wherein the user command includes the basic driving mode; determining a torque to be corrected corresponding to the basic driving mode; and correcting the torque to be corrected using the first compensation factor to obtain a target torque.

Description

Technical Field

[0001] This 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 Technology

[0002] A Pedal Map is a 3D visualization model used to describe the relationship between output torque, accelerator pedal opening, and vehicle speed. It establishes a mapping between pedal opening (i.e., pedal displacement signal) and vehicle power demand, intuitively presenting the torque corresponding to different accelerator pedal openings at different vehicle speeds. The core function of a Pedal Map is to convert the acceleration or deceleration commands sent by the driver through pedal operation into output torque, thereby visualizing the power output characteristics.

[0003] In related technologies, corresponding pedal maps are typically pre-calibrated for different driving modes (e.g., Eco mode, Sport mode, etc.) so that the output torque suitable for the driving mode can be determined by querying the pedal map during driving. Although related technologies have adapted different driving modes to driving scenarios and driving styles, the output torque obtained by querying the pedal map during actual driving still suffers from being too mechanical and lacking flexibility because the pedal map is pre-calibrated. Summary of the Invention

[0004] Therefore, it is necessary to provide a method, device, equipment, medium, and program product for controlling vehicle driving torque that is suitable for users outside the vehicle, in order to address the above-mentioned technical problems.

[0005] In a first aspect, embodiments of this application provide a method for controlling vehicle driving torque, including:

[0006] In response to detecting a user instruction, a first compensation factor corresponding to a basic driving mode is determined; wherein the user instruction includes the basic driving mode;

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

[0008] The target torque is obtained by correcting the torque to be corrected using the first compensation factor.

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

[0010] Receive the user instruction and read the basic driving mode from the user instruction;

[0011] Obtain the first mapping relationship that matches 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 the correspondence between preset intervals of multiple sets of first driving parameters and second compensation factors;

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

[0015] Obtain the first driving parameters;

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

[0017] In some embodiments, the step of querying the first mapping relationship and determining the second compensation factor corresponding to the target interval as the first compensation factor in response to the first driving parameter being located in the target interval includes:

[0018] In response to the first driving parameter being located within the target interval, the interval information of the target interval is queried; wherein, the interval information includes historical cumulative values ​​and a preset first threshold;

[0019] The historical cumulative values ​​in the interval information are updated to obtain the updated cumulative values;

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

[0021] In some embodiments, the step of querying the first mapping relationship and determining the second compensation factor corresponding to the target interval as the first compensation factor in response to the first driving parameter being located in the target interval includes:

[0022] In response to the first driving parameter being located within the target range, query the first mileage and / or the first driving duration of the vehicle continuously driven.

[0023] 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, the second compensation factor corresponding to the target interval is determined to be the first compensation factor.

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

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

[0026] The acquisition of the first driving parameters includes:

[0027] Obtain the first type of parameter, and obtain the second type of parameter;

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

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

[0030] In some embodiments, the step of querying the first mapping relationship and determining the second compensation factor corresponding to the target interval as the first compensation factor in response to the first driving parameter being located in the target interval includes:

[0031] For the multiple first-type intervals in the first mapping relationship, select the first sub-interval that contains the first-type parameter;

[0032] For the multiple second-type intervals in the first mapping relationship, select a second sub-interval that contains the second-type parameter;

[0033] 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.

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

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

[0036] Query the first mapping relationship, and determine the second compensation factor that corresponds to the first sub-interval and the second sub-interval as the first compensation factor.

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

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

[0039] Query the first mapping relationship to determine the second compensation factor corresponding to the first sub-interval and the second sub-interval as the intermediate compensation factor;

[0040] Based on the first pedal opening, determine the rate of change of the first pedal opening;

[0041] 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;

[0042] Query the first mapping relationship to determine the first correction factor corresponding to the third sub-interval;

[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 range of the first type parameter is the speed range of the first vehicle speed, and the second type range of the second type parameter includes the pedal opening range of the first pedal opening and a preset pedal change rate threshold.

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

[0046] Query the first mapping relationship to determine the second compensation factor corresponding to the first sub-interval and the second sub-interval as the intermediate compensation factor;

[0047] Based on the first pedal opening, determine the pedal opening change rate;

[0048] Based on the relative magnitude relationship between the pedal opening change rate and the pedal change rate threshold, the first mapping relationship is queried to determine the 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 torque to be corrected using the first compensation factor to obtain the target torque includes:

[0051] The target torque is determined based on the 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] Obtain multiple second mapping relationships corresponding to multiple preset driving modes;

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

[0055] In response to the product being greater than the 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 base driving mode includes:

[0057] Among the multiple second mapping relationships corresponding to multiple preset driving modes, select the target mapping relationship corresponding to the basic driving mode;

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

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

[0060] Obtain historical correction information; wherein, the historical correction information includes the historical correction time;

[0061] Determine the current time, the time interval between the current time and the historical correction time, and determine the second mileage from the historical correction 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, the second driving parameters are queried;

[0063] By querying the target mapping relationship, the torque to be corrected corresponding to the second driving parameter is obtained.

[0064] Secondly, embodiments of this application provide a vehicle driving torque control device, comprising:

[0065] A factor module is used to determine a first compensation factor corresponding to a basic driving mode in response to the detection of a user instruction; wherein the user instruction includes the basic driving mode;

[0066] A torque module is used to determine the torque to be corrected corresponding to the basic driving mode;

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

[0068] In some embodiments, the factor module is specifically configured to receive the user instruction and read the basic driving mode from 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 preset intervals of multiple sets of first driving parameters and a second compensation factor; the factor module is specifically used to obtain the first driving parameters; in response to the first driving parameters being located in a target interval within the preset interval, the first mapping relationship is queried to determine the second compensation factor corresponding to the target interval as 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 historical cumulative values ​​and a preset first threshold; update the historical cumulative values ​​in the interval information to obtain an updated cumulative value; in response to the updated cumulative value reaching the first threshold, query the first mapping relationship to determine the second compensation factor corresponding to the target interval as the first compensation factor.

[0071] In some embodiments, the factor module is specifically used to query the first mileage and / or the first driving time of the vehicle in response to the first driving parameter being located in the target interval; and to determine the second compensation factor corresponding to the target interval as the first compensation factor 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.

[0072] In some embodiments, the preset range of the first driving parameter includes a first type range of a first type parameter and a second type range of a second type parameter; the first mapping relationship includes the correspondence between the first type range, the second type range and the second compensation factor; then the factor module is specifically used to obtain the first type parameter and obtain the second type parameter; combine the first type parameter and the second type parameter 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 parameter for a plurality of first type intervals in the first mapping relationship; select a second sub-interval containing the second type parameter for a plurality of 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 the 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; 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 the second compensation factor corresponding to the first sub-interval and the second sub-interval as the 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 among 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.

[0076] In some embodiments, 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 includes the pedal opening interval of the first pedal opening and a preset pedal change rate threshold. The factor module is specifically used to query the first mapping relationship, determine the second compensation factor corresponding to the first sub-interval and the second sub-interval as the intermediate compensation factor; determine the pedal opening change rate based on the first pedal opening; query the first mapping relationship based on the relative magnitude relationship between the pedal opening change rate and the pedal change rate threshold to determine the second correction coefficient; and 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 used to determine the target torque based on the product between the first compensation factor and the torque to be corrected.

[0078] In some embodiments, the correction module is further configured to obtain 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 parameters; and in response to the product being greater than the maximum value among the plurality of reference torques, the maximum value among the plurality of reference torques is determined as the target torque.

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

[0080] In some embodiments, the torque module is specifically used to acquire historical correction information; wherein, the historical correction information includes a historical correction time; determine the current time, and the time interval between the current time and the historical correction time, and determine a second mileage from the historical correction 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, query a second driving parameter; query the target mapping relationship to obtain the torque to be corrected corresponding to the second driving parameter.

[0081] Thirdly, embodiments of this application provide an electronic device, including a memory, a processor, and a computer program stored in the memory and for running on the processor, wherein the processor executes the computer program to implement the method described in the first aspect and any possible implementation.

[0082] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the method described in the first aspect and any possible implementation.

[0083] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the method described in the first aspect and any possible implementation.

[0084] In the vehicle driving torque control method provided in this application embodiment, for the torque to be corrected corresponding to each basic driving mode, a first compensation factor corresponding to the basic driving mode is used for adaptive correction; thereby, through the basic driving mode, the corresponding first compensation factor is accurately matched to the torque to be corrected, so that during vehicle driving, the corresponding torque to be corrected can be flexibly corrected according to driving habits and driving style to obtain the target torque, effectively improving the driving experience.

[0085] Other features and advantages of the invention will be set forth in the following description and will be apparent in part from the description or may be learned by practicing the application. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not intended to limit this disclosure. Attached Figure Description

[0086] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0087] Figure 1 This is a diagram illustrating the application environment of a vehicle torque control method in one embodiment.

[0088] Figure 2 This is a flowchart illustrating a method for controlling vehicle driving torque in one embodiment;

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

[0090] Figure 4 This is a structural diagram of an electronic device in one embodiment. Detailed Implementation

[0091] To make the objectives, technical solutions, and advantages of this invention clearer, the 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 merely illustrative and not intended to limit the invention.

[0092] It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show components relevant to the present invention and are not drawn according to the actual number, shape, and size of components in implementation. In actual implementation, the form, quantity, and proportion of each component can be arbitrarily changed, and the component layout may be more complex. The structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to size, without affecting the effects and objectives of the present invention, should still fall within the scope of the technical content disclosed in the present invention. Furthermore, the terms such as "upper," "lower," "left," "right," "middle," and "one" used in this specification are only for clarity of description and are not intended to limit the scope of the present invention. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of the present invention.

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

[0094] As illustrated herein, unless the context clearly indicates otherwise, the words “a,” “an,” “an,” and / or “the” do not specifically refer to the singular and may also include the plural. Generally speaking, the terms “comprising” and “including” only indicate the inclusion of explicitly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements.

[0095] The definitions used herein, such as the terms “having,” “may have,” “comprising,” or “may include,” indicate the presence of the corresponding function, operation, element, etc., and do not limit the presence of one or more other functions, operations, elements, etc. Furthermore, it should be understood that the terms “comprising” or “having” as used herein indicate the presence of the features, figures, steps, operations, elements, components, or combinations thereof described in the specification, without excluding the presence or addition of one or more other features, figures, steps, operations, elements, components, or combinations thereof.

[0096] In this embodiment of the invention, prefixes such as "first" and "second" are used merely to distinguish different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes to distinguish descriptive objects in this application does not constitute a limitation on the described objects. For statements regarding the described objects, please refer to the claims or the context of the embodiments. The use of such prefixes should not constitute unnecessary limitations. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0097] To facilitate understanding of the technical solutions provided in the embodiments of this application, the design concept of the embodiments of this application will be introduced first below:

[0098] To adapt to different driving scenarios and road conditions and provide varying output torque, current vehicles typically offer three driving modes for drivers to choose from: Sport mode, Relax mode, and Eco mode. Sport mode is characterized by strong power output, making it particularly suitable for scenarios requiring high power output, such as high-speed driving and hill climbing. For example, when overtaking on mountain roads, selecting Sport mode provides a noticeable improvement in vehicle handling stability. Relax mode offers relatively smooth power output and is generally suitable for congested urban driving. Compared to Sport mode, Eco mode's power output is more significantly limited, with the vehicle maintaining a stable speed to avoid energy waste. Eco mode is typically suitable for relatively smooth and unobstructed driving conditions.

[0099] The three driving modes mentioned above are typically selected by the user. During driving, the vehicle uses real-time data on speed and pedal position to query the pedal map of the selected driving mode and determine the corresponding output torque. In essence, driving modes are pre-classified into three categories, and corresponding pedal maps are assigned to each category for different driving needs. However, because users' driving scenarios and habits vary, the method of determining output torque using these three driving mode pedal maps lacks fine-grained differentiation, resulting in overly limited driver choices. This manifests as a lack of flexibility, leading to a mismatch between the vehicle's output torque and the user's driving requirements during operation.

[0100] Therefore, this application provides a method for adjusting vehicle driving torque. After detecting a user command, a corresponding first compensation factor is determined for the torque to be corrected based on the basic driving mode contained in the user command. The torque to be corrected is then corrected through the first compensation factor to achieve adaptive torque adjustment and obtain a target torque that is more compatible with the user's driving style.

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

[0102] In addition, among the aforementioned three driving modes, Sport mode can also be called SPORT mode or Dynamic mode; Comfort mode can also be called COMFORT mode; and Eco mode can also be called ECO mode.

[0103] The vehicle torque control method provided by this invention can be applied to, for example... Figure 1 In the application environment shown, terminal 102 can communicate with server 104 via a network.

[0104] In one embodiment, after receiving or collecting a user instruction, the terminal 102 can send it to the server 104 via a network. After receiving the user instruction, the server 104 can read the basic driving mode to determine the corresponding first compensation factor and the torque to be corrected; finally, it uses the first compensation factor to correct the torque to be corrected, efficiently obtaining the target torque, and feeds it back to the terminal 102 via the network, so that the terminal 102 can control the vehicle to move forward based on the target torque after receiving it. In this embodiment, the vehicle driving torque control method is applied to the server 104, thus also having the advantages of fast calculation speed and high efficiency.

[0105] In one embodiment, terminal 102 can send a request to server 104 via the network to pre-obtain the pre-calibrated torque corresponding to various possible basic driving modes. Thus, after terminal 102 detects a user command and determines the basic driving mode in the user command, it can simultaneously determine the first compensation factor and select the corresponding pre-calibrated torque from the aforementioned pre-obtained possible basic driving modes as the torque to be corrected. In this embodiment, the vehicle driving torque control method is applied to terminal 102, so when terminal 102 detects a user command, it can directly perform calculations related to the target torque, thus having the advantage of high real-time performance. Furthermore, in this embodiment, terminal 102 can connect to server 104 via the network when the network signal is good to maintain or update the pre-calibrated torque.

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

[0107] To address the issue of excessive reliance on rigidity and insufficient flexibility caused by directly determining output torque via a pedal map, this application provides a method for controlling vehicle driving torque. The following description uses an example of this method applied to an ECU. Please refer to [link / reference needed]. Figure 2 The method includes the following steps:

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

[0109] Among them, user commands include basic driving modes.

[0110] Specifically, the aforementioned user instructions may include first instruction information and second instruction information. The first instruction information indicates that a target type of driving mode is adopted. This target type of driving mode can be considered as a smart mode. Therefore, this target type of driving mode is an independent driving mode, parallel to Sport mode, Relax mode, and Eco mode. The second instruction information indicates the basic driving mode of this smart mode. This basic driving mode can be selected from Sport mode, Relax mode, and Eco mode.

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

[0112] Specifically, the second driving parameter can be queried first. 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 can be queried in the second mapping relationship corresponding to the basic driving mode.

[0113] In one embodiment, multiple second mapping relationships corresponding to multiple preset driving modes can be obtained. The preset driving modes include the aforementioned basic driving mode. The preset driving modes may include one or more of Sport mode, Relax mode, and Eco mode. Then, a target mapping relationship corresponding to the basic driving mode can be selected from the multiple second mapping relationships corresponding to the preset driving mode. Finally, after determining the target mapping relationship, a second driving parameter can be queried in real time, and based on the queried second driving parameter, the torque to be corrected corresponding to the second driving parameter can be determined in the target mapping relationship.

[0114] Optionally, if the preset driving mode and the basic driving mode use different naming conventions, 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. Then, the second mapping relationship corresponding to the target driving mode is the target mapping relationship.

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

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

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

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

[0119] To avoid a decline in driving experience due to excessively high target torque and to further improve driving safety, in one embodiment, multiple second mapping relationships corresponding to multiple preset driving modes can be obtained, wherein the preset driving modes include the aforementioned basic driving modes. These second mapping relationships can, for example, be pedal maps corresponding to different driving modes. Then, based on the queried second driving parameters, multiple reference torques are determined from among the multiple second mapping relationships. The second mapping relationship includes the correspondence between the second driving parameters and the reference torques. That is, each second mapping relationship 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 the maximum value among the aforementioned 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 aforementioned 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 a pedalmap. Assume that the aforementioned preset driving modes consist of an eco mode, a smooth mode, and a sport mode, with the basic driving mode being the smooth mode. The maximum value among the aforementioned reference torques is obtained by querying the pedalmap corresponding to the sport mode using the third vehicle speed and the third pedal opening, yielding the sport torque T. q_sport Continuing to use the third vehicle speed and third pedal opening, query the pedal map corresponding to the basic driving mode: Relaxed mode, and obtain the torque to be corrected as T. q_comfort Then, the first compensation factor μ is determined to be related to the torque T to be corrected. q_comfort The product of the product and the kinetic torque T q_sport The magnitude relationship between them is used to determine 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 is μ×T q_comfort Less than or equal to the above-mentioned motion torque T q_sport The μ×T q_comfort The target torque is [value]. Otherwise, the motion torque T can be [value]. q_sport The target torque is determined.

[0124] Specifically, to avoid the target torque being too low, causing the vehicle to travel too slowly and thus affecting the driving experience, in one embodiment, the minimum value is determined as the target torque in response to the product of the first compensation factor and the torque to be corrected being less than the minimum value among the aforementioned plurality of reference torques. Alternatively, the product of the first compensation factor and the torque to be corrected is determined as the target torque in response to the product being greater than or equal to the minimum value.

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

[0126] In one embodiment, the first compensation factor corresponds to a basic driving mode. When the basic driving mode is selected from Sport mode, Relax mode, or Eco mode, the first compensation factor may include a first type of compensation factor, a second type of compensation factor, and a third compensation factor. An example is provided below:

[0127] If the base driving mode is Sport mode, the first compensation factor is a first type of compensation factor. If the base driving mode is Relax mode, the first compensation factor is a second type of compensation factor. If the base driving mode is Eco mode, the first compensation factor is a third type of compensation factor.

[0128] Furthermore, in one embodiment, the aforementioned first compensation factor has a one-to-one correspondence with the basic driving mode; therefore, 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. And, the third type of compensation factor corresponding to the energy-saving mode is a pre-calibrated empirical value.

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

[0130] After detecting a user command, the system can read the basic driving mode from the user command. Then, it can obtain a first mapping relationship matching the basic driving mode, and obtain the aforementioned first compensation factor by querying the first mapping relationship. The first mapping relationship includes the correspondence 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 the driver's performance (i.e., the first driving parameter), a more granular differentiation of driver performance can be achieved, thus deriving a first compensation factor with a higher degree of matching with the driving style.

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

[0133] Optionally, the above-mentioned query of the first mapping relationship to obtain the first compensation factor can be implemented according to the following method: First, a first driving parameter can be obtained. Then, in the first mapping relationship, the second compensation factor corresponding to the first driving parameter that is closest to the first driving parameter is determined as the first compensation factor.

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

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

[0136] Alternatively, in response to the first driving parameter not being within any preset interval, the first driving parameter is re-determined after a preset time interval to re-determine the latest obtained first driving parameter and its corresponding target interval. Or, in response to the first driving parameter not being within any preset interval, the first compensation factor can be determined to be 1.

[0137] To further accurately depict driving style, in one embodiment, the first mapping relationship can be queried after the cumulative value of the first driving parameter within the target range reaches a preset first threshold. Thus, the driver's driving style in the current vehicle can be preliminarily verified by the cumulative value entering the target range. After successful verification, 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, the range information of 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 the preset first threshold. Then, the historical cumulative value in the range information is updated to obtain an updated cumulative value. Since this updated cumulative value indicates the cumulative number of times the corresponding first driving parameter has entered the target range, each update of the historical cumulative value can be implemented by incrementing the historical cumulative value by 1.

[0138] Thus, in response to the updated cumulative value reaching the first threshold, querying the aforementioned first mapping relationship can determine that the second compensation factor corresponding to the target interval is the first compensation factor.

[0139] Alternatively, if the aforementioned cumulative update value is less than the first threshold, it is determined that no new target torque will be generated for the time being, and the historical torque from the historical correction information is obtained. This historical torque is actually the target torque generated at the historical correction time most recent to the current time.

[0140] In the above embodiments, in order to update the historical cumulative value and 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 performing the aforementioned step 203 to generate the target torque, in order to avoid repeatedly determining the same first compensation factor, which would lead to a gradual decrease in the accuracy of the target torque, in one embodiment, the historical cumulative values ​​in the interval information of each preset interval can be cleared to zero after generating the target torque in step 203.

[0142] To further accurately characterize driving style and improve the accuracy of the first compensation factor, in one embodiment, the driver's driving style can be verified by the first mileage and / or the first driving time of the vehicle's continuous driving, and then the first compensation factor can be determined. Specifically, in response to the first driving parameter being within the aforementioned target range, the first mileage and / or the first driving time of the vehicle's continuous driving 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. From this, 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.

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

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

[0146] Specifically, if step 203 has not been executed before, the first mileage can be ODO (Odometer) data; it can be obtained by querying the ODO. The first driving time can be the duration of the vehicle's operation from the time the vehicle was first used until the current moment.

[0147] Further, 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 range of the first driving parameter may include a first type range of the first type parameter and a second type range of the second type parameter. Therefore, when obtaining the first driving parameter, the first type parameter and the second type parameter can 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 the 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 timestamps carried by the first type parameter and the second type parameter can be the same or different. When the timestamps carried by the first type parameter and the second type parameter are different, it is sufficient that the interval between the corresponding times of the timestamps carried by the two does not exceed a preset interval threshold. This is because the vehicle components that generate the first type parameter and the second type parameter are different, and the time intervals at which each vehicle component generates or sends its signal can be different. Therefore, the time intervals for obtaining the first type parameter and the second type parameter from the signals generated by each vehicle component may also be different.

[0150] Taking 24-hour time as an example, the first type of parameter carries a time stamp of 9:10, and the second type of parameter can carry a time stamp of 9:12.

[0151] Thus, in one embodiment, the first mapping relationship can be viewed as a set of two-dimensional mapping relationships, containing correspondences between the first type interval, the second type interval, and the second compensation factor. The first mapping relationship is illustrated below using a two-dimensional table; please refer to Table 1.

[0152] Table 1

[0153]

[0154]

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

[0156] The following is an example illustrating how to determine the first compensation factor based on the first mapping relationship described above:

[0157] First, for the multiple first-type intervals in the first mapping relationship, select the first sub-interval containing the first-type parameter; that is, determine the first sub-interval to which the first-type parameter belongs. Then, for the multiple second-type intervals in the first mapping relationship, select the second sub-interval containing the second-type parameter; that is, determine the second sub-interval to which the second-type parameter belongs. Finally, query the first mapping relationship, and based on the second compensation factor corresponding to both the first and second sub-intervals, determine the first compensation factor.

[0158] Understandably, the aforementioned multiple first-type intervals do not overlap. Furthermore, the aforementioned multiple second-type intervals do not overlap.

[0159] Furthermore, the first type of parameter mentioned above can indicate the vehicle's speed information. The second type of parameter can indicate the vehicle's pedal information.

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

[0161] The following explanation uses the first type of driving parameters, where the first type of parameter is the first vehicle speed and the second type of parameter is the first pedal opening, as an example:

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

[0163] In response to the first vehicle speed in the first driving parameters being located in the first sub-interval of the first vehicle speed, and the first pedal opening in the first driving parameters being located in the second sub-interval of the aforementioned pedal opening interval, by querying the first mapping relationship, 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 intervals of the aforementioned first vehicle speed, the preset interval containing the first vehicle speed can be selected as the first sub-interval. Furthermore, from the multiple preset intervals of the aforementioned first pedal opening, the preset interval containing the first pedal opening can be selected as the second sub-interval. This first sub-interval and the second sub-interval constitute the target interval. Then, based on the first mapping relationship, the second compensation factor corresponding to the target interval can be determined as the first compensation factor. Continuing with the example of determining the target interval to which the first driving parameter belongs, the following is an example: Assume that the preset intervals of the first vehicle speed consist of less than or equal to 80 km / h and greater than 80 km / h; the preset intervals of the first pedal opening consist of less than or equal to 50% and greater than 50%. The obtained first driving parameters include a first vehicle speed of 70 km / h and a pedal opening of 60%. Then, the first sub-interval corresponding to the first vehicle speed in the first driving parameters can be determined as: less than or equal to 80 km / h; the second sub-interval corresponding to the first pedal opening in the first driving parameters is greater than 50%. Finally, the first sub-interval and the second sub-interval can be combined to obtain the target interval.

[0165] Furthermore, taking the first type of driving parameters, where the first type of parameter is the first vehicle speed, and the second type of parameters includes the first pedal opening and the rate of change of the first pedal opening, as an example, the explanation is as follows:

[0166] The first type of parameter's first type range is the vehicle speed range for the first vehicle speed. The second type of parameter's second type range includes the pedal opening range for the first pedal opening and the pedal change rate range for the first pedal opening change rate.

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

[0168] The first compensation factor can be determined as follows: Responding to the first vehicle speed in the first driving parameters being located in the first sub-interval of the vehicle speed range, and the first pedal opening in the first driving parameters being located in the second sub-interval of the pedal opening range, the first mapping relationship is queried to determine the second compensation factor corresponding to both the first and second sub-intervals as an intermediate compensation factor. Then, based on the first pedal opening, the first pedal opening change rate is determined. Next, 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 queried again to determine the candidate correction factor corresponding to this third sub-interval as the first correction factor. The product of this first correction factor and the aforementioned intermediate compensation factor is then determined as the first compensation factor.

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

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

[0171] Correspondingly, the first mapping relationship may include the correspondence between the vehicle speed range of the first vehicle speed, the pedal opening range of the first pedal opening, and the second compensation factor. This first mapping relationship also includes candidate correction coefficients less than or equal to the aforementioned pedal change rate threshold, and candidate correction coefficients greater than the pedal change rate threshold. The first compensation factor can then be determined according to the following implementation method:

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

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

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

[0175] First, from among multiple second mapping relationships corresponding to multiple preset driving modes, the second mapping relationship corresponding one-to-one with the aforementioned basic driving mode can be selected as the target mapping relationship. Then, based on the queried second driving parameters, the torque to be corrected can be determined in the target mapping relationship. Specifically, historical correction information can be obtained first. This historical correction information includes the historical correction time. The historical correction time indicates the time when the historical torque to be corrected was corrected using the historical first compensation factor to generate the historical target torque. Then, the current time and the time interval between the current time and the aforementioned historical correction time are determined. And the second mileage from the aforementioned historical correction time to the current time is 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, the second driving parameters are queried. The second driving parameters are obtained in real time, and the parameter types in the second driving parameters are also the same as the parameter types in the aforementioned first driving parameters. For example, if the first driving parameters contain a first vehicle speed and a first pedal opening, then the second driving parameters also contain a third vehicle speed and a third pedal opening obtained in real time. Since the target mapping relationship is adapted to the basic driving mode, it establishes a correspondence between the second driving parameter and the torque to be corrected. Therefore, this target mapping relationship can be queried to obtain the torque to be corrected corresponding to the second driving parameter. Understandably, the aforementioned historical correction information may include multiple historical correction times. These multiple historical correction times can be arranged sequentially to form a sequence, thereby allowing the extraction of the last historical correction time from the historical correction information—that is, the historical correction time closest to the current time—to determine the aforementioned time interval and the second mileage. Therefore, when 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 avoids the decline in driving experience caused by correcting the torque to be corrected two or more times in a short period of time, resulting in different target torques; such as motion sickness.

[0177] The following embodiment further illustrates the method for determining the vehicle's driving torque described in steps 201-203 above:

[0178] Assuming the base driving mode is Comfort mode, the first compensation factor is obtained by querying the first mapping relationship after acquiring the first driving parameters. This first mapping relationship includes the correspondence between the first type range of vehicle speed, the second type range of pedal opening, and the second compensation factor to be selected.

[0179] The torque to be corrected is obtained by querying the second driving parameters 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] Table 2 lists the information for each first-type interval (vehicle speed interval) and each second-type interval (pedal opening interval), including the corresponding first threshold count. For example, count11 is the first threshold corresponding to the vehicle speed interval of 0-40 km / h, and count21 is the first threshold corresponding to the pedal opening interval of 0-30%. The first thresholds for the first-type intervals can be the same or different. Similarly, the second thresholds for the second-type intervals can be the same or different.

[0185] The target torque is determined as follows:

[0186] In response to a change in pedal opening exceeding a corresponding threshold, and / or a change in vehicle speed exceeding a corresponding threshold, a user instruction is determined based on the user-specified basic driving mode. In this embodiment, the basic driving mode is used as an example of the easing mode.

[0187] In response to the detection of a user command, the vehicle first acquires the first vehicle speed and the first pedal opening as the first driving parameters.

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

[0189] Similarly, determine the pedal opening degree corresponding to the pedal opening degree interval in Table 1, and increment the historical cumulative value corresponding to the pedal opening degree interval by 1; for example, when querying for the first time, record the historical cumulative value as 1.

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

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

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

[0193] Specifically, the second driving parameter obtained in real time can be used to query the pedal map of the sport 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, then 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. Furthermore, in Table 2, the first compensation factor corresponding to the smaller value range and the first compensation factor corresponding to the larger value range can be in a sequentially increasing relationship. For example, from μ... 11 to μ 14 The first compensation factor can be increased sequentially; μ 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 sequentially 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 in which these steps are executed, and they can be performed in other orders. Figure 2 At least some of the steps in the process may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but may be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but may be executed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.

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

[0197] Factor module 301 is used to determine a first compensation factor corresponding to the 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 used to determine the torque to be corrected corresponding to the basic driving mode.

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

[0200] In one embodiment, the factor module 301 is specifically used for:

[0201] Receive the user instruction and read the basic driving mode from the user instruction; obtain a first mapping relationship matching the basic driving mode; determine the first compensation factor by querying the first mapping relationship.

[0202] In one embodiment, the first mapping relationship includes the correspondence between preset intervals of multiple sets of first driving parameters and second compensation factors; the factor module 301 is specifically used for:

[0203] Obtain the first driving parameter; in response to the first driving parameter being located in the target interval within the preset interval, query the first mapping relationship and determine the second compensation factor corresponding to the target interval as the first compensation factor.

[0204] In one embodiment, the factor module 301 is specifically used for:

[0205] In response to the first driving parameter being located within the target interval, the interval information of the target interval is queried; wherein, the interval information includes historical cumulative values ​​and a preset first threshold; the historical cumulative values ​​in the interval information are updated to obtain an updated cumulative value; in response to the updated cumulative value reaching the first threshold, the first mapping relationship is queried.

[0206] In one embodiment, the factor module 301 is specifically used for:

[0207] In response to the first driving parameter being located within the target range, the first mileage and / or first driving time of the vehicle are queried; 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, the second compensation factor corresponding to the target range is determined to be the first compensation factor.

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

[0209] Obtain the first type parameter and the second type parameter; combine the first type parameter and the second type parameter to obtain the first driving parameter.

[0210] In one embodiment, the factor module 301 is specifically used for:

[0211] For the multiple first-type intervals in the first mapping relationship, a first sub-interval containing the first-type parameter is selected; for the multiple second-type intervals in the first mapping relationship, a second sub-interval containing the second-type parameter is selected; the first mapping relationship is queried, and the first compensation factor is determined based on the second compensation factor corresponding to both the first sub-interval and the second sub-interval.

[0212] In one embodiment, the first type range of the first type parameter is the vehicle speed range of the first vehicle speed, and the second type range of the second type parameter includes the pedal opening range of the first pedal opening; the factor module 301 is specifically used for:

[0213] Query the first mapping relationship, and determine the second compensation factor that corresponds to the first sub-interval and the second sub-interval as the first compensation factor.

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

[0215] Query the first mapping relationship to determine the second compensation factor corresponding to the first sub-interval and the second sub-interval as the 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 among 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; 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 range of the first type parameter is the vehicle speed range of the first vehicle speed, and the second type range of the second type parameter includes the pedal opening range of the first pedal opening and a preset pedal change rate threshold; the factor module 301 is specifically used for:

[0217] Query the first mapping relationship to determine the second compensation factor corresponding to the first sub-interval and the second sub-interval as the intermediate compensation factor; determine the pedal opening change rate based on the first pedal opening; query the first mapping relationship based on the relative magnitude relationship between the pedal opening change rate and the pedal change rate threshold to determine the second correction coefficient; and 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 used for:

[0219] The target torque is determined based on the 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] Obtain multiple second mapping relationships corresponding to multiple preset driving modes; among the multiple second mapping relationships, determine multiple reference torques based on the queried second driving parameters; 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 used to select a target mapping relationship corresponding to the basic driving mode from multiple second mapping relationships corresponding to multiple preset driving modes; and to determine the torque to be corrected based on the queried second driving parameters in the target mapping relationship.

[0223] In one embodiment, the torque module 302 is specifically used for:

[0224] Obtain historical correction information; wherein the historical correction information includes historical correction time; determine the current time, and the time interval between the current time and the historical correction time, and determine the second mileage from the historical correction 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, query the second driving parameter; query the target mapping relationship to obtain the torque to be corrected corresponding to the second driving parameter.

[0225] Specific limitations regarding the vehicle torque control device can be found in the above description of the vehicle torque control method, and will not be repeated here. Each module in the aforementioned vehicle torque control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in hardware or independently of the processor in the electronic device, or stored in software in the memory of the electronic device, so that the processor can call and execute the corresponding operations of each module.

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

[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, wherein the program storage area may store the operating system; and the data storage area may store various operation instruction sets, etc.

[0228] Memory 401 may be volatile memory, such as random-access memory (RAM); memory 401 may also be non-volatile memory, such as read-only memory, flash memory, hard disk drive (HDD), or solid-state drive (SSD); or memory 401 may be 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-described memories.

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

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

[0231] This application embodiment does not limit the specific connection medium between the memory 401, communication module 403, and processor 402 described above. This application embodiment... Figure 4 The memory 401 and the processor 402 are connected via a bus 404, and the bus 404 is in Figure 4 The diagram uses thick lines to describe the connections between other components; these are for illustrative purposes only and should not be considered limiting. The 404 bus can be divided into address bus, data bus, control bus, etc. For ease of description, Figure 4 It is described using only a thick line, but does not indicate that there is only one bus or one type of bus.

[0232] The memory 401 stores a computer storage medium, which in turn stores computer-executable instructions for implementing the method for determining vehicle driving torque according to embodiments of this application. The processor 402 executes the method for controlling vehicle driving torque according to the aforementioned computer-executable instructions.

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

[0234] In response to detecting a user instruction, a first compensation factor corresponding to a basic driving mode is determined; wherein the user instruction includes the basic driving mode;

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

[0236] The target torque is obtained by correcting the torque to be corrected using the first compensation factor.

[0237] In one embodiment, when the computer-executable instructions are executed by the processor 402, the following steps are also performed: receiving the user instructions and reading the basic driving mode in the user instructions; obtaining a first mapping relationship matching 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 the correspondence between preset intervals of multiple sets of first driving parameters and second compensation factors; when the computer-executable instruction is executed by the processor 402, the following steps are also implemented: obtaining the first driving parameters; in response to the first driving parameters being located in a target interval within the preset interval, querying the first mapping relationship, and determining the second compensation factor corresponding to the target interval as the first compensation factor.

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

[0240] In response to the first driving parameter being located within the target interval, the interval information of the target interval is queried; wherein, the interval information includes historical cumulative values ​​and a preset first threshold; the historical cumulative values ​​in the interval information are 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 the second compensation factor corresponding to the target interval as the first compensation factor.

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

[0242] In response to the first driving parameter being located within the target range, the first mileage and / or first driving time of the vehicle are queried; 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, the second compensation factor corresponding to the target range 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 also performed: 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 performed:

[0245] For the multiple first-type intervals in the first mapping relationship, a first sub-interval containing the first-type parameter is selected; for the multiple second-type intervals in the first mapping relationship, a second sub-interval containing the second-type parameter is selected; the first mapping relationship is queried, and the first compensation factor is determined based on the second compensation factor corresponding to both the first sub-interval and the second sub-interval.

[0246] In one embodiment, 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 includes the pedal opening interval of the first pedal opening. When the computer-executable instruction is 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 corresponding to the second sub-interval as the first compensation factor.

[0247] In one embodiment, 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. When the computer-executable instruction is executed by the processor 402, the following steps are also implemented: querying the first mapping relationship to determine the second compensation factor corresponding to the first sub-interval and the second sub-interval as an intermediate compensation factor; determining the first pedal opening change rate based on the first pedal opening; selecting a third sub-interval containing the first pedal opening change rate among the multiple pedal change rate intervals in the first mapping relationship; 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 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 a preset pedal change rate threshold. When the computer-executable instruction is executed by the processor 402, the following steps are also implemented: querying the first mapping relationship to determine the second compensation factor corresponding to the first sub-interval and the second sub-interval as 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 magnitude relationship between the pedal opening change rate and the pedal change rate threshold to determine the second correction coefficient; and 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 also performed: determining the target torque based on the product between 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 performed:

[0251] Obtain multiple second mapping relationships corresponding to multiple preset driving modes; among the multiple second mapping relationships, determine multiple reference torques based on the queried second driving parameters; 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 performed:

[0253] Among multiple second mapping relationships corresponding to multiple preset driving modes, a target mapping relationship corresponding to the basic driving mode is selected; in the target mapping relationship, the torque to be corrected is determined based on the queried second driving parameters.

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

[0255] Obtain historical correction information; wherein the historical correction information includes historical correction time; determine the current time, and the time interval between the current time and the historical correction time, and determine the second mileage from the historical correction 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, query the second driving parameter; query 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 is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the electronic device to which 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 different component arrangements.

[0257] Based on the same inventive concept, embodiments of this application provide a computer-readable storage medium storing a computer program thereon, wherein the computer program, when executed by a processor, performs the following steps:

[0258] In response to detecting a user instruction, a first compensation factor corresponding to a basic driving mode is determined; wherein the user instruction includes the basic driving mode;

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

[0260] The target torque is obtained by correcting the torque to be corrected using the first compensation factor.

[0261] In one embodiment, when the computer program is executed by the processor, it further performs the following steps:

[0262] Receive the user instruction and read the basic driving mode from the user instruction; obtain a first mapping relationship matching the basic driving mode; determine the first compensation factor by querying the first mapping relationship.

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

[0264] In one embodiment, when the computer program is executed by the processor, it further implements the following steps: in response to the first driving parameter being located in the target interval, querying the interval information of the target interval; wherein the interval information includes historical cumulative values ​​and a preset first threshold; updating the historical cumulative values ​​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 the second compensation factor corresponding to the target interval as the first compensation factor.

[0265] In one embodiment, when the computer program is executed by the processor, it further implements the following steps: in response to the first driving parameter being located in the target interval, querying the first mileage and / or the first driving time of the vehicle; 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, determining the second compensation factor corresponding to the target interval as the first compensation factor.

[0266] In one embodiment, the preset range of the first driving parameter includes a first type range of a first type parameter and a second type range of a second type parameter; the first mapping relationship includes the correspondence between the first type range, the second type range and the second compensation factor; when the computer program is executed by the processor, it further 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 the processor, it further performs the following steps:

[0268] For the multiple first-type intervals in the first mapping relationship, a first sub-interval containing the first-type parameter is selected; for the multiple second-type intervals in the first mapping relationship, a second sub-interval containing the second-type parameter is selected; the first mapping relationship is queried, and the first compensation factor is determined based on the second compensation factor corresponding to both the first sub-interval and the second sub-interval.

[0269] In one embodiment, 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 includes the pedal opening interval of the first pedal opening. When the computer program is executed by the processor, it further implements the following steps: querying the first mapping relationship and determining the second compensation factor corresponding to the first sub-interval and corresponding to the second sub-interval as the first compensation factor.

[0270] In one embodiment, 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; when the computer program is executed by the processor, it further implements the following steps: querying the first mapping relationship to determine the second compensation factor corresponding to the first sub-interval and the second sub-interval as an intermediate compensation factor; determining the first pedal opening change rate based on the first pedal opening; selecting a third sub-interval containing the first pedal opening change rate from among the multiple pedal change rate intervals in the first mapping relationship; querying the first mapping relationship to determine the 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 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 a preset pedal change rate threshold. When the computer program is executed by the processor, it further implements the following steps: querying the first mapping relationship to determine the second compensation factor corresponding to the first sub-interval and the second sub-interval as 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 magnitude relationship between the pedal opening change rate and the pedal change rate threshold to determine the second correction coefficient; and 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, it further performs the following steps: determining the target torque based on the product between the first compensation factor and the torque to be corrected.

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

[0275] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: 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; and determining the torque to be corrected based on the queried second driving parameters in the target mapping relationship.

[0276] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: acquiring historical correction information; wherein the historical correction information includes a historical correction time; determining the current time and the time interval between the current time and the historical correction time, and determining a second mileage from the historical correction 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 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 understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, 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), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0278] Based on the same inventive concept, this application also provides a computer program product, including a computer program, which, when executed by a processor, implements the vehicle driving torque control method described in any of the above claims.

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

[0280] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0281] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0282] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0283] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of user-operated steps to be executed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0284] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method for controlling vehicle driving torque, characterized in that, include: Receive user instructions and read the basic driving mode from the user instructions; Obtain the first driving parameters; The first driving parameters include a first type of parameter and a second type of parameter; Obtain the first mapping relationship that matches the basic driving mode; The first mapping relationship includes the correspondence between multiple preset intervals of the first driving parameters and the second compensation factor; The preset interval includes the first type interval of the first type parameter and the second type interval of the second type parameter; For the multiple first-type intervals in the first mapping relationship, a first sub-interval containing the first-type parameter is selected; for the multiple second-type intervals in the first mapping relationship, a second sub-interval containing the second-type parameter is selected. Query the first mapping relationship to determine the second compensation factor corresponding to the first sub-interval and the second sub-interval as 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 a 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 first compensation factor by multiplying the first correction factor and the intermediate compensation factor. Determine the torque to be corrected corresponding to the basic driving mode; The target torque is obtained by correcting the torque to be corrected using the first compensation factor.

2. The method as described in claim 1, characterized in that, The step of querying the first mapping relationship to determine the second compensation factor corresponding to the first sub-interval and the second sub-interval as the intermediate compensation factor includes: In response to the first driving parameter being located within the target range, the range information of the target range is queried; wherein, the range information includes historical cumulative values ​​and a preset first threshold; The historical cumulative values ​​in the interval information are updated to obtain the updated cumulative values; In response to the updated cumulative value reaching the first threshold, the first mapping relationship is queried to determine the second compensation factor corresponding to the target interval as the intermediate compensation factor.

3. The method as described in claim 2, characterized in that, The step of querying the first mapping relationship to determine the second compensation factor corresponding to the first sub-interval and the second sub-interval as the intermediate compensation factor includes: In response to the first driving parameter being located in the target range, query the first mileage and / or the first driving time of the vehicle continuously driven. 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, the second compensation factor corresponding to the target interval is determined as the intermediate compensation factor.

4. The method according to any one of claims 1 to 3, characterized in that, The acquisition of the first driving parameters includes: Obtain the first type of parameter, and obtain the second type of parameter; The first type of parameter and the second type of parameter are combined to obtain the first driving parameter.

5. The method as described in claim 1, characterized in that, In the first mapping relationship, the first type range of the first type parameter is the vehicle speed range of the first vehicle speed, and the second type range of the second type parameter includes the pedal opening range of the first pedal opening and the pedal change rate range of the first pedal opening change rate.

6. The method as described in claim 1, characterized in that, The second type interval in the first mapping relationship also includes a preset pedal change rate threshold; After querying the first mapping relationship and determining that the second compensation factor corresponding to the first sub-interval and the second sub-interval is the intermediate compensation factor, the first compensation factor is determined by the following method: Based on the first pedal opening, determine the pedal opening change rate; Based on the relative magnitude relationship between the pedal opening change rate and the pedal change rate threshold, the first mapping relationship is queried to determine the second correction coefficient; The product of the second correction coefficient and the intermediate compensation factor is determined as the first compensation factor.

7. The method as described in claim 1, characterized in that, The step of correcting the torque to be corrected using the first compensation factor to obtain the target torque includes: The target torque is determined based on the product of the first compensation factor and the torque to be corrected.

8. The method as described in claim 7, characterized in that, Determining the target torque based on the product of the first compensation factor and the torque to be corrected includes: Obtain multiple second mapping relationships corresponding to multiple preset driving modes; In the plurality of 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 plurality of reference torques, the maximum value among the plurality of reference torques is determined as the target torque.

9. The method according to any one of claims 1-3 and 5-8, characterized in that, Determining the torque to be corrected corresponding to the basic driving mode includes: Among the multiple second mapping relationships corresponding to multiple preset driving modes, select the target mapping relationship corresponding to the basic driving mode; In the target mapping relationship, the torque to be corrected is determined based on the queried second driving parameters.

10. The method as described in claim 9, characterized in that, In the target mapping relationship, determining the torque to be corrected based on the queried second driving parameters includes: Obtain historical correction information; wherein, the historical correction information includes the historical correction time; Determine the current time, the time interval between the current time and the historical correction time, and determine the second mileage from the historical correction 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, the second driving parameters are queried; By querying the target mapping relationship, the torque to be corrected corresponding to the second driving parameter is obtained.

11. A vehicle driving torque control device, characterized in that, include: The factor module is used to receive user commands and read the basic driving mode from the user commands; Obtain the first driving parameters; The first driving parameters include a first type of parameter and a second type of parameter; obtain a first mapping relationship matching the basic driving mode; The preset interval in the first mapping relationship includes a first type interval of the first type parameter and a second type interval of the second type parameter; for multiple first type intervals in the first mapping relationship, a first sub-interval containing the first type parameter is selected; for multiple second type intervals in the first mapping relationship, a second sub-interval containing the second type parameter is selected; 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 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 a 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 first compensation factor by multiplying the first correction factor and the intermediate compensation factor. A torque module is used to determine the torque to be corrected corresponding to the basic driving mode; The correction module is used to correct the torque to be corrected using the first compensation factor to obtain the target torque.

12. An electronic device comprising a memory, a processor, and a computer program stored in the memory and for running on the processor, characterized in that, When the processor executes the computer program, it implements the method of any one of claims 1 to 10.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 10.

14. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1 to 10.

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