Method and device for reducing curve torque of vehicle

Abstract

The invention discloses a curve torque reduction method and device for a vehicle. The curve torque reduction method of the vehicle comprises the steps of obtaining vehicle driving data; according to the vehicle driving data, whether the vehicle meets an activation condition for curve torque reduction or not is judged; if yes, the actual torque of the vehicle is controlled to be smaller than the set torque multiple times. The actual torque of the vehicle during high-speed large-angle turning is controlled to be reduced for multiple times, the purpose of reducing the acceleration and centrifugal force of the vehicle is achieved, the experience feeling of a driver is improved, the amplitude of single-time torque reduction can be reduced through the method of reducing the torque for multiple times, and the situation that the acceleration changes too fast, consequently, the vehicle speed changes too fast is avoided; the driving experience is influenced.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a method and device for reducing cornering torque of a vehicle. Background Art

[0002] At present, with the increasing popularity of new energy vehicles, users have put forward higher and higher requirements for driving experience, especially when the vehicle is cornering. How to adjust the motor torque to ensure smooth turning of the vehicle has become a focus of attention for customers and manufacturers.

[0003] Prior art typically focuses on ensuring driving safety by addressing understeer and oversteer issues during cornering, such as unbalanced vehicle mass distribution, excessive front or rear suspension stiffness, significant differences in front and rear roll points, or wheel speed differences between the front and rear drive wheels. However, prioritizing the driver's driving experience beyond safety is crucial, ensuring vehicle stability and avoiding centrifugal forces even when understeer and oversteer are not occurring. Summary of the Invention

[0004] The present invention provides a method and device for reducing vehicle cornering torque, so that the vehicle can reduce torque multiple times when turning during normal driving, thereby reducing the vehicle's turning centrifugal force and improving the user experience.

[0005] According to a first aspect of the present invention, a method for reducing cornering torque of a vehicle is provided, comprising:

[0006] Obtain vehicle driving data;

[0007] determining, based on the vehicle driving data, whether the vehicle meets an activation condition for cornering torque reduction;

[0008] If so, the actual torque of the vehicle is controlled to be smaller than the set torque multiple times.

[0009] Optionally, the vehicle driving data includes the actual speed of the vehicle, the lateral acceleration of the vehicle, the yaw rate of the vehicle, and the steering wheel angle of the vehicle;

[0010] Whether the vehicle meets the activation conditions for cornering torque reduction includes:

[0011] The actual vehicle speed is greater than a first threshold, the absolute value of the lateral acceleration is less than a second threshold, the absolute value of the yaw angular velocity is less than a third threshold, and the steering wheel angle is greater than a fourth threshold.

[0012] Optionally, controlling the actual torque of the vehicle to be smaller than the set torque multiple times includes:

[0013] Controlling the actual torque to decrease so that the actual torque is equal to the set torque×K, 0.5<K<1;

[0014] After the actual torque is equal to the set torque×K and maintains for a first preset time period, controlling the actual torque to increase so that the actual torque is equal to the set torque;

[0015] After the actual torque is equal to the set torque for a second preset period of time, the process returns to the step of controlling the actual torque to decrease so that the actual torque is equal to the set torque × K, until the number of times the actual torque is controlled to decrease reaches a preset number of reductions, which is greater than or equal to 2.

[0016] Optionally, controlling the actual torque to decrease so that the actual torque is equal to the set torque×K includes:

[0017] controlling the actual torque to decrease at a first slope so that the actual torque is equal to the set torque×K;

[0018] Controlling the actual torque to increase so that the actual torque is equal to the set torque includes:

[0019] controlling the actual torque to increase at a second slope so that the actual torque is equal to the set torque;

[0020] The absolute value of the first slope is smaller than the absolute value of the second slope.

[0021] Optionally, before controlling the actual torque of the vehicle to be smaller than the set torque multiple times, the method further includes:

[0022] Obtaining an actual speed of the vehicle, and determining whether the actual speed is greater than a first reference threshold;

[0023] If so, setting the preset number of reductions as the first number of reductions;

[0024] If not, setting the preset number of reductions to a second number of reductions;

[0025] The first reduction times is greater than the second reduction times.

[0026] Optionally, before controlling the actual torque of the vehicle to be smaller than the set torque multiple times, the method further includes:

[0027] obtaining a set torque of the vehicle, and determining whether the set torque is greater than a second reference threshold;

[0028] If yes, setting the preset number of reductions to a third number of reductions;

[0029] If not, setting the preset number of reductions to the fourth number of reductions;

[0030] The third reduction times is greater than the fourth reduction times.

[0031] Optionally, controlling the actual torque to decrease so that the actual torque is equal to the set torque×K, 0.5<K<1 includes:

[0032] Obtaining and determining whether the set torque is greater than a third reference threshold;

[0033] If yes, the actual torque is controlled to decrease so that the actual torque is equal to the set torque × K1;

[0034] If not, the actual torque is controlled to decrease so that the actual torque is equal to the set torque × K2;

[0035] Among them, 0.5<K2<K1<1.

[0036] According to a second aspect of the present invention, there is provided a vehicle cornering torque reduction device, comprising:

[0037] An acquisition module, used to acquire vehicle driving data;

[0038] The activation control module is used to determine whether the vehicle meets the activation conditions for reducing the cornering torque based on the vehicle driving data, and when the vehicle meets the activation conditions for reducing the cornering torque, control the actual torque of the vehicle to be less than the set torque multiple times.

[0039] According to a third aspect of the present invention, there is provided an electronic device, comprising:

[0040] at least one processor; and a memory communicatively coupled to the at least one processor;

[0041] The memory stores a computer program that can be executed by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the vehicle cornering torque reduction method described in any one of the first aspects.

[0042] According to a fourth aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the vehicle cornering torque reduction method described in any one of the first aspects when executed.

[0043] The present invention reduces the vehicle's acceleration and centrifugal force by controlling the actual torque of the vehicle to be reduced multiple times when the vehicle is turning at high speed and at large angles, thereby improving the driver's experience. In addition, by reducing the torque multiple times, the amplitude of a single torque reduction can be reduced, avoiding excessive changes in acceleration, which in turn causes excessive changes in vehicle speed and affects the driving experience.

[0044] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0046] Figure 1 A schematic flow chart of a method for reducing vehicle cornering torque provided in the first embodiment of the present invention;

[0047] Figure 2 A schematic diagram of a method for multiple reductions in vehicle torque provided by an embodiment of the present invention;

[0048] Figure 3 A schematic flow chart of a method for reducing vehicle cornering torque provided in a second embodiment of the present invention;

[0049] Figure 4 A schematic diagram of another method for multiple reduction of vehicle torque provided by an embodiment of the present invention;

[0050] Figure 5 This is a structural schematic diagram of a vehicle cornering torque reduction device provided in Example 3 of the present invention. DETAILED DESCRIPTION

[0051] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0052] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0053] Example 1

[0054] Figure 1 A schematic flow chart of a method for reducing vehicle cornering torque provided in the first embodiment of the present invention is shown as follows: Figure 1 As shown, the method includes:

[0055] S101: Acquire vehicle driving data.

[0056] Specifically, during vehicle travel, real-time driving data is required to determine whether the vehicle is in a curve, and whether the vehicle is in a normal curve or showing a tendency to significantly skid or drift. The method for reducing cornering torque proposed in the embodiments of the present invention is used to reduce vehicle torque and centrifugal force when the vehicle is turning at a high speed but without significant skidding or drifting, thereby improving the user's driving experience.

[0057] Acquiring vehicle driving data includes acquiring vehicle driving data such as the vehicle's actual speed, the vehicle's lateral acceleration, the vehicle's yaw angular velocity, and the vehicle's steering wheel angle. For example, the vehicle's actual speed can be acquired via a wheel speed sensor, the vehicle's lateral acceleration can be acquired via an acceleration sensor, the vehicle's yaw angular velocity can be acquired via an acceleration sensor, and the vehicle's steering wheel angle can be acquired via an angle sensor. The acquired vehicle driving data can be transmitted via the vehicle's CAN bus.

[0058] S102: Determine whether the vehicle meets the activation conditions for cornering torque reduction. If so, proceed to S103.

[0059] Specifically, the activation condition for reducing cornering torque in the embodiment of the present invention refers to a situation in which the driver may be affected by centrifugal force during normal and safe driving and turning, resulting in a poor driving experience. This is different from the conditions for determining torque reduction during conventional turning. Conventional turning redistributes the torque of the front or rear axle for safety reasons to prevent the vehicle from skidding or drifting, resulting in loss of control.

[0060] Furthermore, embodiments of the present invention determine whether a vehicle meets the activation conditions for cornering torque reduction, including the following: the actual vehicle speed is greater than a first threshold, the absolute value of the lateral acceleration is less than a second threshold, the absolute value of the yaw rate is less than a third threshold, and the steering wheel angle is greater than a fourth threshold. Specifically, the actual vehicle speed and steering wheel angle can be used to determine whether the vehicle is in a high-speed, high-angle turn, while the absolute values ​​of the lateral acceleration and yaw rate can be used to determine whether the vehicle is in a normal cornering state and is not prone to significant skidding or drifting. Therefore, in this case, the cornering torque reduction method of the present application can be implemented to reduce torque, reduce centrifugal force, and enhance the user driving experience. If the vehicle is not turning or is traveling at a low speed, cornering torque reduction is not required. However, if the absolute values ​​of the lateral acceleration and yaw rate are high, indicating the potential for skidding or drifting, the existing conventional torque distribution strategy should be used to adjust torque to improve safety.

[0061] S103 , controlling the actual torque of the vehicle to be smaller than the set torque multiple times.

[0062] Specifically, if the vehicle meets the activation conditions for cornering torque reduction during driving, the actual torque of the vehicle is controlled. Figure 2 A schematic diagram of a method for multiple reductions in vehicle torque provided by an embodiment of the present invention is shown in FIG. Figure 2 As shown in the figure, the dotted line is the vehicle's set torque Tset, which is determined by the driver's control of the accelerator pedal. The solid line is the actual torque during vehicle driving. Figure 2 When it is determined that the vehicle meets the activation conditions for cornering torque reduction, the vehicle's actual torque will be reduced multiple times, and after each reduction it will increase again to the vehicle's set torque Tset. It is worth noting that the vehicle's set torque Tset can be variable. This value is obtained in real time through the sensor on the accelerator pedal. When the vehicle's actual torque increases to the set torque Tset, the actual torque is reduced again to avoid a bad driver experience caused by a huge change in the vehicle's torque.

[0063] Furthermore, if the vehicle does not meet the activation conditions for cornering torque reduction during driving, the process returns to the step of acquiring vehicle driving data.

[0064] The present invention reduces the vehicle's acceleration and centrifugal force by controlling the actual torque of the vehicle to be reduced multiple times when the vehicle is turning at high speed and at large angles, thereby improving the driver's experience. In addition, by reducing the torque multiple times, the amplitude of a single torque reduction can be reduced, avoiding excessive changes in acceleration, which in turn causes excessive changes in vehicle speed and affects the driving experience.

[0065] Example 2

[0066] Figure 3 This is a flow chart of a method for reducing vehicle cornering torque provided by the second embodiment of the present invention. Based on the above embodiment, this embodiment explains in detail how to control the actual torque of the vehicle to be less than the set torque multiple times. Figure 3 As shown, the method includes:

[0067] S201: Acquire vehicle driving data.

[0068] S202: Determine whether the vehicle meets the activation conditions for cornering torque reduction. If so, proceed to S203.

[0069] S203 : Control the actual torque to decrease so that the actual torque is equal to the set torque×K.

[0070] Where, 0.5<K<1. Figure 2 When the vehicle is turning at high speed and at large angles, the set torque Tset is controlled by the accelerator pedal. If the set torque Tset is too high, the driver will experience a centrifugal sensation during the turn, affecting the driving experience. Therefore, the actual torque can be reduced to ensure the vehicle turns as smoothly as possible. During the actual torque reduction process, the actual torque can be reduced to set torque × K, where 0.5 < K < 1. This ensures that the actual torque is reduced, preventing the driver from experiencing a centrifugal sensation, while also preventing the driver from experiencing excessive speed changes due to a sudden and excessive reduction in torque, which can affect the driving experience.

[0071] S204 : After the actual torque is equal to the set torque×K and maintains for a first preset time period, controlling the actual torque to increase so that the actual torque is equal to the set torque.

[0072] Specifically, Figure 4 A schematic diagram of another method for multiple reduction of vehicle torque provided by an embodiment of the present invention, such as Figure 4As shown, when the actual torque Tset1 is reduced to the set torque × K, the vehicle is controlled to maintain this torque state for a first preset duration t1. During this first preset duration t1, the vehicle's acceleration is relatively small, and the energy provided by the engine gradually decreases. After the first preset duration t1, the actual torque of the vehicle is controlled to increase until the actual torque equals the set torque Tset2. At this time, the value of Tset2 is determined by the driver's accelerator pressure, so Tset2 can be different from or equal to Tset1.

[0073] S205. After the actual torque is equal to the set torque for a second preset time period, return to the step of controlling the actual torque to decrease so that the actual torque is equal to the set torque × K, until the number of times the actual torque is controlled to decrease reaches a preset number of decreases, and the preset number of decreases is greater than or equal to 2.

[0074] Specifically, refer to Figure 4 After the actual torque equals the set torque Tset2, the actual torque is maintained at the set torque Tset2 for a second preset time t2, and then the process returns to the step of controlling the actual torque to decrease so that the actual torque equals the set torque × K. That is, after the second preset time t2, the actual torque is controlled to decrease to the set torque × K, and then maintained for a certain period of time, and then the actual torque is controlled to increase again so that the actual torque equals the set torque Tset3, and is maintained at Tset3 for a certain period of time. By reducing the actual torque multiple times until the number of times the actual torque is controlled to decrease reaches a preset number of reductions, and the preset number of reductions is greater than or equal to 2, the total torque of the vehicle is slowly reduced, rather than reducing the vehicle's torque to the expected value all at once. This ensures that the driver does not feel a noticeable torque reduction, making the torque reduction process smoother and improving the driver's driving experience. The preset number of reductions for the vehicle's actual torque can be determined through test calibration or actual needs to obtain the number of torque reductions that best matches the vehicle system.

[0075] Optionally, controlling the actual torque to decrease so that the actual torque is equal to the set torque × K includes controlling the actual torque to decrease at a first slope so that the actual torque is equal to the set torque × K; controlling the actual torque to increase so that the actual torque is equal to the set torque includes controlling the actual torque to increase at a second slope so that the actual torque is equal to the set torque; wherein the absolute value of the first slope is smaller than the absolute value of the second slope.

[0076] Specifically, refer to Figure 4Because the energy and torque provided by the engine to the vehicle are related to the integral of time, when the vehicle's actual torque decreases at the first slope k1, the smaller the absolute value of the first slope k1, the slower the engine's output energy decreases, and the less noticeable the torque change is to the driver. When reducing the same actual torque to the set torque × K, the smaller the absolute value of the first slope k1, the longer it takes, the greater the energy reduction, and the less centrifugal force felt by the user, further improving the user experience. When controlling the actual torque to increase at the second slope k2, the absolute value of the first slope k1 is controlled to be smaller than the absolute value of the second slope k2, so that the vehicle's actual torque increases to the set torque as quickly as possible, thereby reducing energy consumption.

[0077] Optionally, before controlling the actual torque of the vehicle to be less than the set torque multiple times, it also includes obtaining the actual speed of the vehicle and determining whether the actual speed is greater than a first reference threshold; if so, setting the preset number of reductions to a first number of reductions; if not, setting the preset number of reductions to a second number of reductions; wherein the first number of reductions is greater than the second number of reductions.

[0078] Specifically, because the greater the vehicle speed, the stronger the centrifugal force felt by the driver when the vehicle turns, when the vehicle's actual speed is determined to be greater than a first reference threshold, a larger number of preset torque reductions is set for the vehicle. This effectively reduces the vehicle's total torque during the turn, thereby further reducing the vehicle's acceleration during the turn, thereby reducing the driver's centrifugal force and improving the driver's driving experience. When the vehicle's actual speed is determined to be less than or equal to the first reference threshold, a smaller number of preset torque reductions is set. In this case, due to the low actual speed, a smaller number of torque reductions is required to reduce the vehicle's total torque to a desired value.

[0079] Optionally, before controlling the actual torque of the vehicle to be less than the set torque multiple times, it also includes obtaining the set torque of the vehicle and determining whether the set torque is greater than a second reference threshold; if so, setting the preset number of reductions to a third number of reductions; if not, setting the preset number of reductions to a fourth number of reductions; wherein the third number of reductions is greater than the fourth number of reductions.

[0080] Specifically, the set torque at the time of turning is obtained through the vehicle's accelerator pedal. If the set torque is large, i.e., greater than a second reference threshold, the vehicle experiences greater acceleration during the turn, which can easily cause the driver to experience greater centrifugal force. Therefore, when the set torque is greater than the second reference threshold, the preset number of reductions is increased to a third number. This effectively reduces the total torque of the vehicle during the turn, thereby reducing acceleration during the turn, reducing centrifugal force on the driver, and improving the driving experience.

[0081] In an optional embodiment, the third reduction number is equal to the first reduction number, and the fourth reduction number is equal to the second reduction number.

[0082] When the actual vehicle speed is greater than the first reference threshold, and / or the set torque is greater than the second reference threshold, the preset number of reductions can be set to the third number of reductions; when the actual vehicle speed is less than or equal to the first reference threshold, and the set torque is less than or equal to the second reference threshold, the preset number of reductions can be set to the fourth number of reductions.

[0083] Optionally, the actual torque is controlled to decrease so that the actual torque is equal to the set torque × K, 0.5<K<1, including obtaining and determining whether the set torque is greater than a third reference threshold; if so, the actual torque is controlled to decrease so that the actual torque is equal to the set torque × K1; if not, the actual torque is controlled to decrease so that the actual torque is equal to the set torque × K2; wherein, 0.5<K2<K1<1.

[0084] Specifically, when the vehicle's set torque is greater than a third reference threshold while turning, indicating a high set torque, the single torque reduction amplitude can be increased to quickly reduce the vehicle's total torque to the desired value, ensuring the driver does not experience noticeable centrifugal force during the turn. If the vehicle's set torque is less than or equal to the third reference threshold while turning, the single torque reduction amplitude can be reduced to minimize the driver's perceptible torque change, thereby improving the driving experience.

[0085] The embodiment of the present invention sets the actual torque reduction and increase slopes and the actual torque reduction times, so that the vehicle can turn smoothly under different working conditions, reduces the acceleration and centrifugal force of the vehicle during the turning process, and improves the driver's driving experience.

[0086] Example 3

[0087] Figure 5 This is a schematic diagram of the structure of a vehicle cornering torque reduction device provided by the third embodiment of the present invention. Figure 5 As shown, the device includes an acquisition module 10 and an activation control module 20. The specific structure of the device is as follows:

[0088] An acquisition module 10 is used to acquire vehicle driving data;

[0089] The activation control module 20 is used to determine whether the vehicle meets the activation conditions for cornering torque reduction based on vehicle driving data, and when the vehicle meets the activation conditions for cornering torque reduction, control the actual torque of the vehicle to be less than the set torque multiple times.

[0090] In an optional embodiment of the present invention, the acquisition module 10 may be specifically configured to acquire the vehicle's actual speed, lateral acceleration, yaw rate, and steering wheel angle. The activation control module 20 may determine that the vehicle meets the activation conditions for cornering torque reduction by determining that the actual speed is greater than a first threshold, the absolute value of the lateral acceleration is less than a second threshold, the absolute value of the yaw rate is less than a third threshold, and the steering wheel angle is greater than a fourth threshold.

[0091] In another optional embodiment of the present invention, the activation control module 20 can also be specifically used to: when the vehicle meets the activation conditions for cornering torque reduction, control the actual torque to decrease so that the actual torque is equal to the set torque × K, 0.5<K<1; after the actual torque is equal to the set torque × K and maintains a first preset time length, control the actual torque to increase so that the actual torque is equal to the set torque; after the actual torque is equal to the set torque and maintains a second preset time length, return to the step of controlling the actual torque to decrease so that the actual torque is equal to the set torque × K, until the number of times the actual torque is controlled to decrease reaches a preset number of reductions, and the preset number of reductions is greater than or equal to 2.

[0092] Based on the above embodiment, the activation control module 20 can also be specifically used to: control the actual torque to decrease at a first slope so that the actual torque is equal to the set torque × K; control the actual torque to increase at a second slope so that the actual torque is equal to the set torque; wherein the absolute value of the first slope is smaller than the absolute value of the second slope.

[0093] Based on the above embodiment, the activation control module 20 can also be specifically used to: obtain the actual speed of the vehicle, and determine whether the actual speed is greater than a first reference threshold; if so, set the preset number of reductions to a first number of reductions; if not, set the preset number of reductions to a second number of reductions; wherein the first number of reductions is greater than the second number of reductions.

[0094] Based on the above embodiment, the activation control module 20 can also be specifically used to: obtain the set torque of the vehicle, and determine whether the set torque is greater than the second reference threshold; if so, set the preset number of reductions to the third number of reductions; if not, set the preset number of reductions to the fourth number of reductions; wherein the third number of reductions is greater than the fourth number of reductions.

[0095] Based on the above embodiment, the activation control module 20 can also be specifically used to: obtain and determine whether the set torque is greater than a third reference threshold; if so, control the actual torque to decrease so that the actual torque is equal to the set torque × K1; if not, control the actual torque to decrease so that the actual torque is equal to the set torque × K2; wherein 0.5<K2<K1<1.

[0096] The aforementioned vehicle cornering torque reduction device can implement the vehicle cornering torque reduction method provided by any embodiment of the present invention, and includes the corresponding functional modules and beneficial effects of the method. For technical details not fully described in this embodiment, please refer to the vehicle cornering torque reduction method provided by any embodiment of the present invention.

[0097] Since the vehicle cornering torque reduction device described above is capable of implementing the vehicle cornering torque reduction method according to the embodiments of the present invention, those skilled in the art will be able to understand the specific implementation and various variations of the vehicle cornering torque reduction device according to the embodiments of the present invention based on the vehicle cornering torque reduction method described in the embodiments of the present invention. Therefore, the details of how the vehicle cornering torque reduction device implements the vehicle cornering torque reduction method according to the embodiments of the present invention will not be described in detail herein. Any device implemented by those skilled in the art in accordance with the vehicle cornering torque reduction method according to the embodiments of the present invention falls within the scope of protection of this application.

[0098] Example 4

[0099] An embodiment of the present invention provides an electronic device, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so as to enable the at least one processor to execute the vehicle cornering torque reduction method of any one of the above-mentioned embodiments.

[0100] Example 5

[0101] An embodiment of the present invention provides a computer-readable storage medium storing computer instructions, which are used to enable a processor to implement the vehicle cornering torque reduction method of any one of the above embodiments when executed.

[0102] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0103] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A method for reducing cornering torque of a vehicle, characterized in that: include: Obtain vehicle driving data; determining, based on the vehicle driving data, whether the vehicle meets an activation condition for cornering torque reduction; If so, the actual torque of the vehicle is controlled to be smaller than the set torque multiple times.

2. The method for reducing cornering torque of a vehicle according to claim 1, wherein: The vehicle driving data includes the actual vehicle speed, the lateral acceleration of the vehicle, the yaw rate of the vehicle, and the steering wheel angle of the vehicle; Whether the vehicle meets the activation conditions for cornering torque reduction includes: The actual vehicle speed is greater than a first threshold, the absolute value of the lateral acceleration is less than a second threshold, the absolute value of the yaw angular velocity is less than a third threshold, and the steering wheel angle is greater than a fourth threshold.

3. The method for reducing cornering torque of a vehicle according to claim 2, wherein: Controlling the actual torque of the vehicle to be multiple times less than the set torque comprises: Controlling the actual torque to decrease so that the actual torque is equal to the set torque×K, 0.5<K<1; After the actual torque is equal to the set torque×K and is maintained for a first preset time period, controlling the actual torque to increase so that the actual torque is equal to the set torque; After the actual torque is equal to the set torque for a second preset time period, the process returns to the step of controlling the actual torque to decrease so that the actual torque is equal to the set torque × K, until the actual torque is controlled to decrease for a preset number of decreases, which is greater than or equal to 2.

4. The method for reducing cornering torque of a vehicle according to claim 3, characterized in that: Controlling the actual torque to decrease so that the actual torque is equal to the set torque×K includes: controlling the actual torque to decrease at a first slope so that the actual torque is equal to the set torque×K; Controlling the actual torque to increase so that the actual torque is equal to the set torque includes: controlling the actual torque to increase at a second slope so that the actual torque is equal to the set torque; The absolute value of the first slope is smaller than the absolute value of the second slope.

5. The method for reducing cornering torque of a vehicle according to claim 3, wherein: Before controlling the actual torque of the vehicle to be less than the set torque multiple times, the method further includes: Obtaining an actual speed of the vehicle, and determining whether the actual speed is greater than a first reference threshold; If so, setting the preset number of reductions as the first number of reductions; If not, setting the preset number of reductions to a second number of reductions; The first reduction times is greater than the second reduction times.

6. The method for reducing cornering torque of a vehicle according to claim 3, wherein: Before controlling the actual torque of the vehicle to be less than the set torque multiple times, the method further includes: obtaining a set torque of the vehicle, and determining whether the set torque is greater than a second reference threshold; If yes, setting the preset number of reductions to a third number of reductions; If not, setting the preset number of reductions to the fourth number of reductions; The third reduction times is greater than the fourth reduction times.

7. The method for reducing cornering torque of a vehicle according to claim 3, wherein: Controlling the actual torque to decrease so that the actual torque is equal to the set torque×K, 0.5<K<1, includes: Obtaining and determining whether the set torque is greater than a third reference threshold; If yes, the actual torque is controlled to decrease so that the actual torque is equal to the set torque × K1; If not, the actual torque is controlled to decrease so that the actual torque is equal to the set torque × K2; Among them, 0.5<K2<K1<1.

8. A vehicle cornering torque reduction device, characterized in that: include: An acquisition module, used to acquire vehicle driving data; The activation control module is used to determine whether the vehicle meets the activation conditions for reducing the cornering torque based on the vehicle driving data, and when the vehicle meets the activation conditions for reducing the cornering torque, control the actual torque of the vehicle to be less than the set torque multiple times.

9. An electronic device, characterized in that: The electronic device comprises: at least one processor; and a memory communicatively coupled to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the vehicle cornering torque reduction method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the vehicle cornering torque reduction method according to any one of claims 1 to 7 when executed.

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