Driving torque control method and device and medium

Abstract

The invention provides a driving torque control method and device and a medium, and the method comprises the steps: obtaining a current slip rate of a current vehicle, and determining a deviation output torque according to the current slip rate and a target slip rate corresponding to the current vehicle; the accelerator pedal opening degree of the current vehicle is obtained, and the driver torque is determined according to the accelerator pedal opening degree; in response to the situation that the current vehicle is in the non-steering state, the minimum value of the deviation output torque and the driver torque serves as the target driving torque; in response to the steering state of the current vehicle, determining a steering torque according to the vehicle speed, the steering information, the wheel stress information and the vehicle structure data of the current vehicle, and taking the minimum values of the steering torque, the deviation output torque and the driver torque as a target driving torque; and controlling the current vehicle according to the target driving torque. By means of the technical scheme, the effect of rapidly correcting the driving torque is achieved, and the adaptation capacity of the driving torque in all scenes is improved.

Description

Technical Field

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

[0002] Understeer is a common problem in modern automotive technology, especially when driving at high speeds or making sharp turns. Understeer occurs when the front wheels don't have enough grip to provide sufficient steering force when turning, causing the vehicle to fail to follow the driver's intended path and potentially leading to a traffic accident.

[0003] Currently, traditional control schemes use the deviation between the actual yaw rate and the Ackermann yaw rate as controller input. The controller then outputs a target slip rate for understeer, and then controls the drive torque based on the deviation between the target slip rate and the actual slip rate. This process first corrects the target slip rate, and then uses the corrected target slip rate to correct the drive torque. This method has a slow response and, coupled with delays in signal acquisition and processing, makes it difficult to react promptly under dynamic conditions. Furthermore, this method does not take into account the real-time ground adhesion conditions, and the target slip rate in this method can only be reduced to zero at most. On low-adhesion roads, the target slip rate is inherently low, significantly reducing the control effect. Furthermore, it cannot handle situations where understeer is still occurring even after the target slip rate has been reduced to zero. Summary of the Invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, the present application aims to provide a driving torque control method, device and medium to quickly correct the driving torque and improve the adaptability of the driving torque in various scenarios.

[0005] An embodiment of the present application provides a driving torque control method, the method comprising: Obtaining a current slip ratio of the current vehicle, and determining a deviation output torque based on the current slip ratio and a target slip ratio corresponding to the current vehicle; obtaining an accelerator pedal opening of the current vehicle, and determining a driver torque according to the accelerator pedal opening; In response to the current vehicle being in a non-steering state, taking a minimum value of the deviation output torque and the driver torque as a target driving torque; In response to the current vehicle steering state, determining a steering torque based on the current vehicle speed, steering information, wheel force information, and vehicle structure data, and using a minimum value of the steering torque, the deviation output torque, and the driver torque as a target driving torque; The current vehicle is controlled according to the target driving torque.

[0006] According to the technical solution provided in the embodiment of the present application, optionally, determining the steering torque according to the current vehicle speed, steering information, wheel force information, and vehicle structure data includes: determining a steering centripetal force based on the current vehicle speed, the vehicle mass and wheelbase in the vehicle structure data, and each angle information in the steering information; Determining a utilization adhesion coefficient based on the current wheel force information of the vehicle, and determining a maximum friction force based on the utilization adhesion coefficient and the vehicle mass; A steering torque is determined according to the maximum friction force, the steering centripetal force, and a tire rolling radius in the vehicle structure data.

[0007] According to the technical solution provided in the embodiment of the present application, optionally, determining the steering centripetal force based on the current vehicle speed, the vehicle mass and wheelbase in the vehicle structure data, and each angle information in the steering information includes: In response to the vehicle speed being less than a preset speed, determining a turning radius according to a front wheel steering angle in the steering information and a wheelbase in the vehicle structure data; In response to the vehicle speed being greater than or equal to the preset speed, determining a turning radius based on a front axle slip angle, a rear axle slip angle, a front wheel steering angle in the steering information, and a wheelbase in the vehicle structure data; The steering centripetal force is determined according to the determined turning radius, the vehicle mass in the vehicle structure data, and the vehicle speed.

[0008] According to the technical solution provided in an embodiment of the present application, optionally, determining the turning radius according to the front wheel steering angle in the steering information and the wheelbase in the vehicle structure data includes: The turning radius R is determined by the following formula:

[0009] Wherein, L is the wheelbase in the vehicle structure data, and δ is the front wheel steering angle in the steering information; The determining of the turning radius according to the front axle slip angle, the rear axle slip angle, the front wheel steering angle in the steering information and the wheelbase in the vehicle structure data includes: The turning radius R is determined by the following formula:

[0010] Wherein, L is the wheelbase in the vehicle structure data, δ is the front wheel steering angle in the steering information, α1 is the front axle slip angle in the steering information, and α2 is the rear axle slip angle in the steering information; Determining the steering centripetal force based on the determined steering radius, the vehicle mass in the vehicle structure data, and the vehicle speed includes: The centripetal force is determined by the following formula :

[0011] Wherein, R is the determined turning radius, m is the vehicle mass in the vehicle structure data, and v is the vehicle speed.

[0012] According to the technical solution provided in the embodiment of the present application, optionally, the wheel force information includes tire longitudinal force, tire lateral force and tire vertical force; The determining and utilizing the adhesion coefficient according to the wheel force information of the current vehicle includes: determining a longitudinal adhesion coefficient based on the tire longitudinal force and the tire vertical force; determining a lateral adhesion coefficient according to the tire lateral force and the tire vertical force; A utilization adhesion coefficient is determined according to the longitudinal adhesion coefficient and the lateral adhesion coefficient.

[0013] According to the technical solution provided in an embodiment of the present application, optionally, determining the steering torque based on the maximum friction force, the steering centripetal force, and the tire rolling radius in the vehicle structure data includes: determining a longitudinal driving force according to the maximum friction force and the steering centripetal force; A steering torque is determined according to the longitudinal driving force and a tire rolling radius in the vehicle structure data.

[0014] According to the technical solution provided in the embodiment of the present application, optionally, determining the longitudinal driving force according to the maximum friction force and the steering centripetal force includes: determining a target centripetal force according to a preset coefficient and the steering centripetal force; determining the difference between the maximum friction force and the target centripetal force as the longitudinal driving force; The determining of the steering torque according to the longitudinal driving force and the tire rolling radius in the vehicle structure data includes: The product of the longitudinal driving force and the tire rolling radius is determined as the steering torque.

[0015] According to the technical solution provided in the embodiment of the present application, optionally, before determining the deviation output torque according to the current slip rate and the target slip rate corresponding to the current vehicle, the method further includes: Obtaining wheel force information of the current vehicle; wherein the wheel force information includes tire longitudinal force, tire lateral force, and tire vertical force; determining a longitudinal adhesion coefficient based on the tire longitudinal force and the tire vertical force; In response to the current vehicle being in a non-steering state, determining a target slip ratio corresponding to the current vehicle according to the longitudinal adhesion coefficient and a preset correspondence relationship between the longitudinal adhesion coefficient and the slip ratio; In response to the current vehicle being in a turning state, a lateral adhesion coefficient is determined based on the tire lateral force and the tire vertical force, and a target slip rate corresponding to the current vehicle is determined based on the longitudinal adhesion coefficient, the lateral adhesion coefficient, and a preset correspondence between the transverse and longitudinal adhesion coefficients and the slip rate.

[0016] An embodiment of the present application further provides an electronic device, comprising: processor and memory; The processor is configured to execute the steps of the driving torque control method as described in any embodiment by calling the program or instruction stored in the memory.

[0017] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a program or instruction, wherein the program or instruction enables a computer to execute the steps of the driving torque control method as described in any embodiment.

[0018] In summary, the present application proposes a driving torque control method, which obtains the current slip rate of the current vehicle, determines the deviation output torque based on the current slip rate and the target slip rate corresponding to the current vehicle, so as to determine the torque output by the controller, and obtains the accelerator pedal opening of the current vehicle, determines the driver torque based on the accelerator pedal opening, so as to obtain the torque required by the driver, and then, in response to the current vehicle being in a non-steering state, uses the minimum value of the deviation output torque and the driver torque as the target driving torque for arbitration, and outputs the target driving torque allowed by the ground; in response to the current vehicle being in a steering state, determines the steering torque based on the current vehicle speed, steering information, wheel force information and vehicle structure data of the current vehicle, so as to determine the torque provided by the ground in the steering state, and uses the minimum value of the steering torque, deviation output torque and driver torque as the target driving torque; finally, controls the current vehicle according to the target driving torque, realizes rapid correction of the driving torque, and improves the adaptability of the driving torque in various scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a flow chart of a driving torque control method provided in an embodiment of the present application; Figure 2is a flow chart of another driving torque control method provided by an embodiment of the present application; Figure 3 This is a structural diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0020] The present application will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely for the purpose of explaining the relevant invention and are not intended to limit the invention. It should also be noted that, for ease of description, only portions relevant to the invention are shown in the accompanying drawings.

[0021] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0022] Figure 1 This is a flow chart of a driving torque control method provided by an embodiment of the present application. Figure 1 , the driving torque control method specifically includes: S110 : Obtain a current slip ratio of the current vehicle, and determine a deviation output torque according to the current slip ratio and a target slip ratio corresponding to the current vehicle.

[0023] The current slip ratio is the proportion of slip in the current vehicle's wheel motion. The target slip ratio is the desired slip ratio determined for the current vehicle. The deviation output torque is the output torque required to adjust the current slip ratio to the target slip ratio.

[0024] Specifically, the current slip rate of the current vehicle can be obtained through known calculation methods. For example, the current slip rate can be calculated based on the vehicle speed and wheel speed. The target slip rate of the current vehicle can also be obtained, which can be determined by establishing a correspondence between the vehicle speed, wheel speed, and the force conditions of the wheels. For example, a correspondence table between the forces in different directions of the wheels of the current vehicle and the target slip rate can be constructed. The difference between the current slip rate and the target slip rate is calculated, and torque is adjusted with the difference reaching 0 as the goal to obtain the deviation output torque. For example, a PID (Proportional Integral Derivative) controller is used to output the deviation output torque so that the current slip rate is close to the target slip rate.

[0025] Based on the above example, before determining the deviation output torque based on the current slip rate and the target slip rate corresponding to the current vehicle, the wheel force of the current vehicle can also be analyzed, and then the target slip rate can be obtained by looking up the table. Specifically, it can be: Get the wheel force information of the current vehicle; Determine the longitudinal adhesion coefficient based on the tire longitudinal force and the tire vertical force; In response to the vehicle currently being in a non-steering state, determining a target slip ratio corresponding to the vehicle currently based on the longitudinal adhesion coefficient and a preset correspondence between the longitudinal adhesion coefficient and the slip ratio; In response to the current vehicle being in a turning state, the lateral adhesion coefficient is determined based on the tire lateral force and the tire vertical force, and the target slip rate corresponding to the current vehicle is determined based on the longitudinal adhesion coefficient, the lateral adhesion coefficient, and the preset correspondence between the transverse and longitudinal adhesion coefficients and the slip rate.

[0026] Among them, the wheel force information includes tire longitudinal force, tire lateral force, and tire vertical force, which can be collected by a three-axis force sensor. The longitudinal adhesion coefficient refers to the longitudinal adhesion ability of the tire on the current road surface, which can be equivalent to the longitudinal friction coefficient. The lateral adhesion coefficient refers to the lateral adhesion ability of the tire on the current road surface, which can be equivalent to the lateral friction coefficient. The preset correspondence between the longitudinal adhesion coefficient and the slip rate can be a table of correspondence between the longitudinal adhesion coefficient and the slip rate, which can be a one-dimensional table. The preset correspondence between the transverse and longitudinal adhesion coefficients and the slip rate can be a table of correspondence between the longitudinal adhesion coefficient, the lateral adhesion coefficient, and the slip rate, which can be a two-dimensional table.

[0027] Specifically, the current vehicle's wheel force information can be obtained through force sensors, etc. The ratio of the tire longitudinal force to the tire vertical force is determined as the longitudinal adhesion coefficient. If the current vehicle is in a non-steering state, the longitudinal adhesion coefficient is searched against a preset longitudinal adhesion coefficient-slip ratio correspondence, and the resulting slip ratio corresponding to the current vehicle's longitudinal adhesion coefficient is used as the target slip ratio for the current vehicle. If the current vehicle is in a steering state, the ratio of the tire lateral force to the tire vertical force is determined as the lateral adhesion coefficient. Furthermore, the longitudinal adhesion coefficient and the lateral adhesion coefficient are searched against a preset transverse and longitudinal adhesion coefficient-slip ratio correspondence, and the resulting slip ratio corresponding to both the longitudinal adhesion coefficient and the lateral adhesion coefficient is used as the target slip ratio for the current vehicle.

[0028] S120: Obtain the current accelerator pedal opening of the vehicle, and determine the driver torque based on the accelerator pedal opening.

[0029] The accelerator pedal opening refers to the signal transmitted from the pedal position sensor to the engine control unit when the driver depresses the accelerator pedal. This signal is used to control the engine throttle opening and power output. Driver torque is the output torque generated by the accelerator pedal opening and is the torque actively input by the driver.

[0030] Specifically, the current accelerator pedal opening of the vehicle may be acquired through a pre-installed sensor, and then the driver torque may be obtained by analyzing and calculating the accelerator pedal opening and the vehicle's engine characteristics.

[0031] S130 : In response to the vehicle currently being in a non-steering state, taking the minimum value of the deviation output torque and the driver torque as the target driving torque.

[0032] The target driving torque is the torque that the vehicle should output after the current correction.

[0033] Specifically, if the vehicle is currently in a non-steering state, there is no need to introduce steering torque for compensation. The deviation output torque and the driver torque are arbitrated to determine the minimum value, that is, the minimum value of the deviation output torque and the driver torque is determined, and the minimum value is used as the target driving torque.

[0034] S140. In response to the current vehicle being in a steering state, the steering torque is determined based on the current vehicle speed, steering information, wheel force information, and vehicle structure data, and the minimum value of the steering torque, the deviation output torque, and the driver torque is used as the target driving torque.

[0035] The steering information may include various steering-related angle information, such as the steering angle of each wheel, the sideslip angle of the center of mass, and the calculated sideslip angle of each axle. The vehicle structure data may include the vehicle mass, wheelbase, etc.

[0036] Specifically, if the vehicle is currently steering, steering correction is required to avoid understeer. Depending on the vehicle's current speed, steering information, wheel force information, and vehicle structural data are combined using a predetermined calculation method to calculate the steering torque at low and medium-high speeds. The steering torque, deviation output torque, and driver torque are then arbitrated, with the minimum of the three values ​​being used as the target drive torque.

[0037] S150: Control the current vehicle according to the target driving torque.

[0038] Specifically, controlling the current vehicle according to the target driving torque can improve the response speed and avoid the problem of understeering in a steering state.

[0039] The above example directly modifies the drive torque, eliminating the intermediate step of modifying the target slip ratio and then the drive torque. This results in faster response. Furthermore, calculating the drive torque based on surface conditions allows for more precise control. Furthermore, by considering different surface conditions, different drive torques are calculated for different road conditions, providing a wider range of applicable operating conditions.

[0040] The driving torque control method provided in the embodiment of the present application obtains the current slip rate of the current vehicle, determines the deviation output torque based on the current slip rate and the target slip rate corresponding to the current vehicle, so as to determine the torque output by the controller, and obtains the accelerator pedal opening of the current vehicle, determines the driver torque based on the accelerator pedal opening, so as to obtain the torque required by the driver, and then, in response to the current vehicle being in a non-steering state, uses the minimum value of the deviation output torque and the driver torque as the target driving torque for arbitration and outputs the target driving torque allowed by the ground, and in response to the current vehicle being in a steering state, determines the steering torque based on the current vehicle speed, steering information, wheel force information and vehicle structure data of the current vehicle, so as to determine the torque provided by the ground in the steering state, and uses the minimum value of the steering torque, deviation output torque and driver torque as the target driving torque, and finally, controls the current vehicle according to the target driving torque, thereby realizing rapid correction of the driving torque and improving the adaptability of the driving torque in various scenarios.

[0041] Figure 2 This is a flow chart of another driving torque control method provided by an embodiment of the present application. Based on the above embodiments, the process of determining the steering torque is exemplarily described. Figure 2 , the driving torque control method specifically includes: S210 : Obtain a current slip ratio of the current vehicle, and determine a deviation output torque according to the current slip ratio and a target slip ratio corresponding to the current vehicle.

[0042] S220: Obtain the current accelerator pedal opening of the vehicle, and determine the driver torque based on the accelerator pedal opening.

[0043] S230: Determine whether the vehicle is currently in a turning state. If not, execute S240; if so, execute S250.

[0044] S240 : Set the minimum value of the deviation output torque and the driver torque as the target driving torque, and execute S290 .

[0045] S250 , determining the steering centripetal force based on the current vehicle speed, the vehicle mass and wheelbase in the vehicle structure data, and the angle information in the steering information, and executing S260 .

[0046] The angle information in the steering information may include the steering angle of each wheel, the sideslip angle of the center of mass, and the calculated sideslip angle of each axle, etc. The steering centripetal force is the centripetal force required for the vehicle to steer.

[0047] Specifically, the turning radius is calculated based on the vehicle speed at low and medium-high speeds, the wheelbase and the angle information in the steering information are combined, and then the turning radius, the vehicle mass and the vehicle speed are used in combination with the principles of dynamics to calculate the steering centripetal force.

[0048] Based on the above example, the steering centripetal force can be determined according to the current vehicle speed, the vehicle mass and wheelbase in the vehicle structure data, and the angle information in the steering information in the following manner: In response to the vehicle speed being less than a preset speed, determining a turning radius based on a front wheel steering angle in the steering information and a wheelbase in the vehicle structure data; In response to the vehicle speed being greater than or equal to a preset speed, determining a turning radius based on the front axle slip angle, the rear axle slip angle, the front wheel steering angle in the steering information, and the wheelbase in the vehicle structure data; The steering centripetal force is determined based on the determined turning radius, the vehicle mass in the vehicle structural data, and the vehicle speed.

[0049] The preset speed is a pre-set value used to distinguish between low and medium-high speeds. The turning radius is the distance from the steering center to the point where the front outer steering wheel contacts the ground. For example, the center of mass slip angle can be the ratio of the lateral speed to the longitudinal speed. The front axle slip angle and the rear axle slip angle can be calculated using the following formula:

[0050]

[0051] Among them, α1 is the front axle slip angle in the steering information, α2 is the rear axle slip angle in the steering information, β is the center of mass slip angle, a is the distance from the center of mass to the front axle, b is the distance from the center of mass to the rear axle, u is the longitudinal speed, ω r is the yaw rate, and δ is the front wheel steering angle in the steering information.

[0052] Specifically, if the vehicle speed is less than a preset speed, indicating a low-speed state, the turning radius is determined by the ratio of the wheelbase in the vehicle structural data to the front wheel steering angle in the steering information. If the vehicle speed is greater than or equal to the preset speed, indicating a medium-to-high-speed state, the front axle slip angle, rear axle slip angle, and front wheel steering angle in the steering information are combined to determine a target angle. The turning radius is then determined by the ratio of the wheelbase in the vehicle structural data to the target angle. Furthermore, a dynamic formula is used to calculate the steering centripetal force based on the determined turning radius, the vehicle mass in the vehicle structural data, and the vehicle speed.

[0053] Based on the above example, the turning radius can be determined based on the front wheel steering angle in the steering information and the wheelbase in the vehicle structure data in the following way: The turning radius R is determined by the following formula:

[0054] Where L is the wheelbase in the vehicle structure data, and δ is the front wheel steering angle in the steering information.

[0055] Based on the above example, the turning radius can be determined according to the front axle slip angle, rear axle slip angle, front wheel steering angle in the steering information, and the wheelbase in the vehicle structure data in the following manner: The turning radius R is determined by the following formula:

[0056] Wherein, L is the wheelbase in the vehicle structure data, δ is the front wheel steering angle in the steering information, α1 is the front axle slip angle in the steering information, and α2 is the rear axle slip angle in the steering information.

[0057] Based on the above example, the steering centripetal force can be determined according to the determined turning radius, the vehicle mass in the vehicle structure data, and the vehicle speed in the following manner: The centripetal force is determined by the following formula :

[0058] Among them, R is the determined turning radius, m is the vehicle mass in the vehicle structure data, and v is the vehicle speed.

[0059] S260: Determine the utilization adhesion coefficient based on the current wheel force information of the vehicle, determine the maximum friction force based on the utilization adhesion coefficient and the vehicle mass, and execute S270.

[0060] The usable adhesion coefficient is the vector sum of the longitudinal adhesion coefficient and the lateral adhesion coefficient. The maximum friction force is the friction force of the current vehicle obtained by using the usable adhesion coefficient as the friction factor.

[0061] Specifically, by analyzing the current wheel force information of the vehicle, the longitudinal and lateral adhesion coefficients can be obtained. Vector addition of the longitudinal and lateral adhesion coefficients is performed to obtain the effective adhesion coefficient. Furthermore, the effective adhesion coefficient and the vehicle mass are substituted into the friction force calculation formula to obtain the maximum friction force.

[0062] Based on the above example, the wheel force information includes tire longitudinal force, tire lateral force, and tire vertical force. The utilization adhesion coefficient can be determined based on the current vehicle's wheel force information in the following manner: Determine the longitudinal adhesion coefficient based on the tire longitudinal force and the tire vertical force; Determine the lateral adhesion coefficient based on the tire lateral force and the tire vertical force; The utilization adhesion coefficient is determined based on the longitudinal adhesion coefficient and the lateral adhesion coefficient.

[0063] Specifically, force sensors can be used to obtain information about the current wheel forces on the vehicle. The ratio of the tire's longitudinal force to the tire's vertical force is used to determine the longitudinal adhesion coefficient. The tire's lateral force and the tire's vertical force are used to determine the lateral adhesion coefficient. The vector sum of the longitudinal adhesion coefficient and the lateral adhesion coefficient is calculated (that is, the square root of the sum of the squares of the longitudinal adhesion coefficient and the lateral adhesion coefficient is taken) to obtain the effective adhesion coefficient.

[0064] S270 , determining the steering torque according to the maximum friction force, the steering centripetal force, and the tire rolling radius in the vehicle structure data, and executing S280 .

[0065] The tire rolling radius is the calculated radius corresponding to the equivalent circumference length of the tire of the current vehicle when it is rolling.

[0066] Specifically, the difference between the maximum friction force and the steering centripetal force is used as the ground force for longitudinal driving. The driving torque is calculated in combination with the tire rolling radius in the vehicle structure data to obtain the steering torque.

[0067] Based on the above example, the steering torque can be determined according to the maximum friction, the steering centripetal force, and the tire rolling radius in the vehicle structure data in the following way: Determine the longitudinal driving force based on the maximum friction force and the steering centripetal force; The steering torque is determined based on the longitudinal driving force and the tire rolling radius from the vehicle structural data.

[0068] The longitudinal driving force is the force that the ground can provide for longitudinal driving.

[0069] Specifically, the difference between the maximum friction force and the steering centripetal force is used as the longitudinal driving force. Then, the longitudinal driving force and the tire rolling radius are combined to perform torque calculation to obtain the steering torque.

[0070] Based on the above example, the longitudinal driving force can be determined according to the maximum friction force and the steering centripetal force in the following way: Determine the target centripetal force according to the preset coefficient and the steering centripetal force; The difference between the maximum friction force and the target centripetal force is determined as the longitudinal driving force; Then, the steering torque is determined according to the longitudinal driving force and the tire rolling radius in the vehicle structure data in the following manner: The product of the longitudinal driving force and the tire rolling radius is determined as the steering torque.

[0071] The preset coefficient is a pre-set coefficient. Because the vehicle itself has understeer characteristics and allows for a certain degree of understeer, the preset coefficient can be calibrated to adjust the centripetal force. The preset coefficient can be calibrated based on different road surface adhesion, steering requirements, vehicle speed, and other factors. The target centripetal force is the maximum centripetal force adjusted based on the preset coefficient.

[0072] Specifically, the product of the preset coefficient and the steering centripetal force is used as the target centripetal force, the difference between the maximum friction force and the target centripetal force is determined as the longitudinal driving force, and the product of the longitudinal driving force and the tire rolling radius is determined as the steering torque.

[0073] It's understandable that as vehicle speed increases, the centripetal force required for steering increases within the same turning radius. At this point, the applied driving torque becomes insufficient to provide the centripetal force required for steering, causing the vehicle to understeer. Because the lateral and longitudinal driving forces exerted on the tires by the ground are approximately elliptical (friction ellipse theory), the greater the longitudinal driving force, the smaller the lateral driving force provided by the ground. Therefore, it's necessary to reduce the longitudinal driving force to increase the limit of the lateral driving force (lateral driving force) provided by the ground. By calculating the target centripetal force required for steering, we can determine the steering torque. This can be used to calculate the longitudinal driving force as the maximum friction provided by the ground minus the target centripetal force required for steering.

[0074] S280: The minimum value of the steering torque, the deviation output torque, and the driver torque is used as the target driving torque, and S290 is executed.

[0075] S290: Control the current vehicle according to the target driving torque.

[0076] The driving torque control method provided in the embodiment of the present application, in response to the current vehicle being in a steering state, determines the steering centripetal force according to the current vehicle speed, the vehicle mass in the vehicle structure data, the wheelbase and various angle information in the steering information, determines the utilization adhesion coefficient according to the current vehicle wheel force information, and determines the maximum friction force according to the utilization adhesion coefficient and the vehicle mass, and determines the steering torque according to the maximum friction force, the steering centripetal force and the tire rolling radius in the vehicle structure data, thereby achieving the effect of improving the accuracy of the steering torque calculation in the steering state, fully analyzing the ground capability, and effectively improving the rationality and reliability of the driving torque.

[0077] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 3 As shown, the electronic device 300 includes one or more processors 301 and a memory 302 .

[0078] The processor 301 may be a central processing unit (CPU) or other forms of processing units having data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 300 to perform desired functions.

[0079] The memory 302 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), a hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 301 may execute the program instructions to implement the driving torque control method of any embodiment of the present application described above and / or other desired functions. Various contents such as initial external parameters and threshold values ​​may also be stored in the computer-readable storage medium.

[0080] In one example, electronic device 300 may further include an input device 303 and an output device 304, which are interconnected via a bus system and / or other connection mechanisms (not shown). Input device 303 may include, for example, a keyboard, a mouse, etc. Output device 304 may output various information to the outside, including warning information, braking force, etc. Output device 304 may include, for example, a display, a speaker, a printer, a communication network, and remote output devices connected thereto.

[0081] Of course, to simplify, Figure 3 Only some of the components related to the present application in the electronic device 300 are shown, and components such as a bus, an input / output interface, etc. are omitted. In addition, the electronic device 300 may further include any other appropriate components according to specific application scenarios.

[0082] In addition to the above methods and devices, an embodiment of the present application may also be a computer program product, which includes computer program instructions, which, when executed by a processor, enable the processor to execute the steps of the driving torque control method provided by any embodiment of the present application.

[0083] The computer program product may be written in any combination of one or more programming languages ​​to implement the program code for performing the operations of the embodiments of the present application, including object-oriented programming languages ​​such as Java, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0084] In addition, an embodiment of the present application may also be a computer-readable storage medium having computer program instructions stored thereon. When the computer program instructions are executed by a processor, the processor executes the steps of the driving torque control method provided by any embodiment of the present application.

[0085] The computer-readable storage medium may be any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may include, for example, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0086] It should be noted that the terms used in this application are only for describing specific embodiments and are not intended to limit the scope of this application. As shown in the specification and claims of this application, unless the context clearly indicates an exception, the words "one", "an", "a kind of" and / or "the" do not specifically refer to the singular and may also include the plural. The terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method or device. In the absence of further restrictions, the elements defined by the sentence "comprise a..." do not exclude the presence of other identical elements in the process, method or device comprising the elements.

[0087] It should also be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", etc. should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be a communication between the internal parts of two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0088] This article uses specific examples to illustrate the principles and implementation methods of this application. The description of the above embodiments is only used to help understand the method and core ideas of this application. The above is only the preferred implementation method of this application. It should be pointed out that due to the limitations of textual expression, there are objectively infinite specific structures. For ordinary technicians in this technical field, without departing from the principles of the present invention, they can also make several improvements, modifications or changes, and can also combine the above technical features in an appropriate manner; these improvements, modifications, changes or combinations, or the direct application of the inventive concept and technical solution to other occasions without improvement, should be regarded as the scope of protection of this application.

Claims

1. A driving torque control method, characterized in that: include: Obtaining a current slip ratio of the current vehicle, and determining a deviation output torque based on the current slip ratio and a target slip ratio corresponding to the current vehicle; obtaining an accelerator pedal opening of the current vehicle, and determining a driver torque according to the accelerator pedal opening; In response to the current vehicle being in a non-steering state, taking a minimum value of the deviation output torque and the driver torque as a target driving torque; In response to the current vehicle being in a steering state, determining a steering torque based on the current vehicle speed, steering information, wheel force information, and vehicle structure data, and using a minimum value of the steering torque, the deviation output torque, and the driver torque as a target driving torque; The current vehicle is controlled according to the target driving torque.

2. The method according to claim 1, characterized in that The determining of the steering torque according to the current vehicle speed, steering information, wheel force information, and vehicle structure data includes: determining a steering centripetal force based on the current vehicle speed, the vehicle mass and wheelbase in the vehicle structure data, and each angle information in the steering information; Determining a utilization adhesion coefficient based on the current wheel force information of the vehicle, and determining a maximum friction force based on the utilization adhesion coefficient and the vehicle mass; A steering torque is determined according to the maximum friction force, the steering centripetal force, and a tire rolling radius in the vehicle structure data.

3. The method according to claim 2, characterized in that The determining of the steering centripetal force according to the current vehicle speed, the vehicle mass and the wheelbase in the vehicle structure data, and each angle information in the steering information includes: In response to the vehicle speed being less than a preset speed, determining a turning radius according to a front wheel steering angle in the steering information and a wheelbase in the vehicle structure data; In response to the vehicle speed being greater than or equal to the preset speed, determining a turning radius based on a front axle slip angle, a rear axle slip angle, a front wheel steering angle in the steering information, and a wheelbase in the vehicle structure data; The steering centripetal force is determined according to the determined turning radius, the vehicle mass in the vehicle structure data, and the vehicle speed.

4. The method according to claim 3, characterized in that The determining of the turning radius according to the front wheel steering angle in the steering information and the wheelbase in the vehicle structure data includes: The turning radius R is determined by the following formula: Wherein, L is the wheelbase in the vehicle structure data, and δ is the front wheel steering angle in the steering information; The determining of the turning radius according to the front axle slip angle, the rear axle slip angle, the front wheel steering angle in the steering information and the wheelbase in the vehicle structure data includes: The turning radius R is determined by the following formula: Wherein, L is the wheelbase in the vehicle structure data, δ is the front wheel steering angle in the steering information, α1 is the front axle slip angle in the steering information, and α2 is the rear axle slip angle in the steering information; Determining the steering centripetal force based on the determined steering radius, the vehicle mass in the vehicle structure data, and the vehicle speed includes: The centripetal force is determined by the following formula : Wherein, R is the determined turning radius, m is the vehicle mass in the vehicle structure data, and v is the vehicle speed.

5. The method according to claim 2, characterized in that The wheel force information includes tire longitudinal force, tire lateral force and tire vertical force; The determining and utilizing the adhesion coefficient according to the wheel force information of the current vehicle includes: determining a longitudinal adhesion coefficient based on the tire longitudinal force and the tire vertical force; determining a lateral adhesion coefficient according to the tire lateral force and the tire vertical force; A utilization adhesion coefficient is determined according to the longitudinal adhesion coefficient and the lateral adhesion coefficient.

6. The method according to claim 2, characterized in that The determining of the steering torque according to the maximum friction force, the steering centripetal force, and the tire rolling radius in the vehicle structure data includes: determining a longitudinal driving force according to the maximum friction force and the steering centripetal force; A steering torque is determined according to the longitudinal driving force and a tire rolling radius in the vehicle structure data.

7. The method according to claim 6, characterized in that The determining of the longitudinal driving force according to the maximum friction force and the steering centripetal force includes: determining a target centripetal force according to a preset coefficient and the steering centripetal force; determining the difference between the maximum friction force and the target centripetal force as the longitudinal driving force; The determining of the steering torque according to the longitudinal driving force and the tire rolling radius in the vehicle structure data includes: The product of the longitudinal driving force and the tire rolling radius is determined as the steering torque.

8. The method according to claim 1, characterized in that Before determining the deviation output torque according to the current slip ratio and the target slip ratio corresponding to the current vehicle, the method further includes: Obtaining wheel force information of the current vehicle; wherein the wheel force information includes tire longitudinal force, tire lateral force, and tire vertical force; determining a longitudinal adhesion coefficient based on the tire longitudinal force and the tire vertical force; In response to the current vehicle being in a non-steering state, determining a target slip ratio corresponding to the current vehicle according to the longitudinal adhesion coefficient and a preset correspondence relationship between the longitudinal adhesion coefficient and the slip ratio; In response to the current vehicle being in a turning state, a lateral adhesion coefficient is determined based on the tire lateral force and the tire vertical force, and a target slip rate corresponding to the current vehicle is determined based on the longitudinal adhesion coefficient, the lateral adhesion coefficient, and a preset correspondence between the transverse and longitudinal adhesion coefficients and the slip rate.

9. An electronic device, characterized in that: The electronic device comprises: processor and memory; The processor is configured to execute the steps of the driving torque control method according to any one of claims 1 to 8 by calling the program or instruction stored in the memory.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a program or instruction, which causes a computer to execute the steps of the driving torque control method according to any one of claims 1 to 8.

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