Torque control method of vehicle, vehicle and storage medium

Abstract

The embodiment of the invention provides a torque control method for a vehicle, the vehicle and a storage medium, and the method comprises the steps: determining a driving scene of the vehicle based on the perception information of the vehicle and the environment information of the environment where the vehicle is located; in response to the fact that the driving scene is the preset driving scene, the current working condition of the vehicle is determined based on the driving state data of the vehicle, and the current working condition comprises one of the acceleration working condition and the deceleration working condition; in response to the fact that the current working condition is the acceleration working condition, based on the driving state data and the driver demand torque, the output torque of the vehicle is controlled so that the slip rate of the vehicle can be within the preset range; and in response to the current working condition being the deceleration working condition, controlling the recovery torque of the vehicle based on the driving state data and the driver demand torque, so that the slip rate of the vehicle is within a preset range. The technical problem that in the related technology, vehicle torque control safety is low is solved.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the field of vehicles, and in particular, to a torque control method of a vehicle, a vehicle and a storage medium. BACKGROUND

[0002] In the field of electric vehicle driving, when driving in rainy days, especially through special road sections such as bridge joint surfaces, the torque control strategy of the traditional vehicle control unit (VCU) often appears to be inadequate.

[0003] The material of the bridge joint surface changes abruptly, and the rainwater affects the friction, which significantly reduces the friction. Even slight accelerator actions can cause the vehicle to slip, jerk or become unstable. Although the electronic stability program (ESP) can react through the traction control system (TCS) or dynamic traction control system (DTC) when detecting abnormalities, due to the inherent delay of the system response, and the extremely short time of the vehicle passing through the joint surface, this post-control measure often cannot effectively suppress the unstable state of the vehicle, and thus the related art has low safety of vehicle torque control.

[0004] At present, there is no good solution to the above problems. SUMMARY

[0005] Embodiments of the present application provide a torque control method of a vehicle, a vehicle and a storage medium, to at least solve the technical problem of low safety of vehicle torque control in the related art.

[0006] According to an aspect of embodiments of the present application, a torque control method of a vehicle is provided, comprising: determining a driving scene of the vehicle based on perception information of the vehicle and environment information of an environment in which the vehicle is located; in response to the driving scene being a preset driving scene, determining a current working condition of the vehicle based on driving state data of the vehicle, wherein the current working condition comprises one of: an acceleration working condition, a deceleration working condition; in response to the current working condition being the acceleration working condition, controlling an output torque of the vehicle based on the driving state data and a driver demand torque, so that a slip ratio of the vehicle is within a preset range; in response to the current working condition being the deceleration working condition, controlling a recovery torque of the vehicle based on the driving state data and the driver demand torque, so that the slip ratio of the vehicle is within the preset range.

[0007] Furthermore, the driving status data includes: the accelerator pedal change rate, the current vehicle speed and the initial torque value; based on the driving status data and the driver's required torque, the output torque of the vehicle is controlled, including: determining a first torque gradient value of the output torque based on the accelerator pedal change rate and the driver's required torque; determining a first target torque value of the output torque based on the current vehicle speed and the driver's required torque; and controlling the initial torque value to increase to the first target torque value based on the first torque gradient value.

[0008] Furthermore, based on the first torque gradient value, the initial torque value is controlled to increase to a first target torque value, including: determining a first filtering parameter of the output torque based on the accelerator pedal change rate and the driver's required torque; determining a first current torque value of the output torque based on the first torque gradient value and the initial torque value; filtering the first current torque value based on the first filtering parameter to obtain a first filtered torque value; and controlling the output torque of the vehicle according to the first filtered torque value.

[0009] Furthermore, the driving status data includes: an accelerator pedal change rate, a current vehicle speed, and an initial torque value; based on the driving status data and the driver's required torque, the vehicle's recovery torque is controlled, including: determining a second torque gradient value of the recovery torque based on the accelerator pedal change rate and the driver's required torque; determining a second target torque value of the recovery torque based on the current vehicle speed and the driver's required torque; and controlling the initial torque value to be reduced to a second target torque value based on the second torque gradient value.

[0010] Furthermore, based on the second torque gradient value, the initial torque value is controlled to be reduced to a second target torque value, including: determining a second filtering parameter of the regenerative torque based on the accelerator pedal change rate and the driver's required torque; determining a second current torque value of the regenerative torque based on the second torque gradient value and the initial torque value; filtering the second current torque value based on the second filtering parameter to obtain a second filtered torque value; and controlling the regenerative torque of the vehicle according to the second filtered torque value.

[0011] Furthermore, the driving status data includes: throttle pedal opening, throttle opening change rate and current vehicle speed; based on the vehicle's driving status data, the vehicle's current operating condition is determined, including: in response to the throttle opening change rate being greater than or equal to a first preset change rate, determining that the current operating condition is an acceleration condition; in response to the throttle pedal opening being less than a preset opening and the current vehicle speed being greater than or equal to a preset speed, determining that the current operating condition is a deceleration condition.

[0012] Further, the driving scene of the vehicle is determined based on the perception information of the vehicle and environment information of an environment in which the vehicle is located, including: determining a road type of a target road in which the vehicle is located based on the perception information, wherein the target road is located in front of the vehicle and the distance between the vehicle and the target road is less than a preset distance; determining a weather type of the environment based on the environment information; and determining that the driving scene is a preset driving scene in response to the weather type being a preset type and the road type being a preset type.

[0013] Further, after the output torque or the recovery torque of the vehicle is controlled based on the driving state data and the driver demand torque, the method further includes: controlling the output torque or the recovery torque of the vehicle based on the driver demand torque in response to the driving scene not being the preset driving scene, or in response to the current working condition not being the acceleration working condition or the deceleration working condition.

[0014] According to another aspect of the embodiments of the present application, a torque control device of a vehicle is also provided, including: a first determination module configured to determine a driving scene of the vehicle based on perception information of the vehicle and environment information of an environment in which the vehicle is located; a second determination module configured to determine a current working condition of the vehicle based on driving state data of the vehicle in response to the driving scene being a preset driving scene, wherein the current working condition includes one of an acceleration working condition and a deceleration working condition; a first control module configured to control an output torque of the vehicle based on the driving state data and a driver demand torque to make a slip ratio of the vehicle be within a preset range in response to the current working condition being the acceleration working condition; and a second control module configured to control a recovery torque of the vehicle based on the driving state data and the driver demand torque to make the slip ratio of the vehicle be within the preset range in response to the current working condition being the deceleration working condition.

[0015] According to another aspect of the embodiments of the present application, a vehicle is also provided, including: a memory storing an executable program; and a processor configured to run the program, wherein the program is executed to perform the method in the embodiments of the present application when the program is run.

[0016] According to another aspect of the embodiments of the present application, a computer readable storage medium is also provided, including a stored executable program, wherein the computer readable storage medium performs the method in the embodiments of the present application when the executable program is run.

[0017] According to another aspect of the embodiments of the present application, a computer program product is also provided, including a computer program, wherein the computer program is executed by a processor to implement the method in the embodiments of the present application.

[0018] According to another aspect of an embodiment of the present application, a computer program product is further provided, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present application is implemented.

[0019] According to another aspect of the embodiments of the present application, a computer program is further provided, which implements the methods in various embodiments of the present application when executed by a processor.

[0020] In an embodiment of the present application, a driving scenario of the vehicle is first determined based on vehicle sensory information and environmental information of the vehicle's environment. Then, in response to the driving scenario being a preset driving scenario, a current operating condition of the vehicle is determined based on the vehicle's driving state data. Further, in response to the current operating condition being an acceleration condition, the vehicle's output torque is controlled based on the driving state data and the driver's requested torque to keep the vehicle's slip ratio within a preset range. In response to the current operating condition being a deceleration condition, the vehicle's regenerative torque is controlled based on the driving state data and the driver's requested torque to keep the vehicle's slip ratio within a preset range. The present application first identifies a preset driving scenario in advance by comprehensively analyzing the vehicle's sensory information and environmental information, thereby providing response time for subsequent invocation of a control strategy. Then, if the current operating condition is an acceleration condition, the vehicle's output torque is controlled based on the driving state data and the driver's requested torque to keep the vehicle's slip ratio within a preset range, thereby avoiding slipping or overacceleration during acceleration. If the current operating condition is a deceleration condition, the vehicle's regenerative torque is controlled based on the driving state data and the driver's requested torque to similarly ensure that the vehicle's slip ratio is within a preset range, thereby preventing jerking or instability during deceleration. By dynamically adjusting the output torque or recovered torque based on the vehicle's current operating conditions, the technical goal of improving the vehicle's torque control accuracy, improving driving safety, and enhancing the driving experience comfort is achieved, thereby achieving the technical effect of improving the vehicle's torque control accuracy and stability under special operating conditions, and thus solving the technical problem of low vehicle torque control safety in related technologies. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0022] Figure 1 is a flow chart of a vehicle torque control method according to an embodiment of the present application;

[0023] Figure 2 is a flow chart of a vehicle torque control method according to an embodiment of the present application;

[0024] Figure 3 is a schematic diagram of a torque control device of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0025] In order to make the personnel in the technical field better understand the scheme of the present application, the technical scheme in the embodiments of the present application will be clearly and completely described below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should belong to the scope of protection of the present application.

[0026] It should be noted that the terms "first", "second" and the like in the specification and claims of the present application and the above-described drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or a chronological sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0027] According to an embodiment of the present application, an embodiment of a torque control method of a vehicle is provided. It should be noted that the steps shown in the flowchart of the drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described herein can be executed in an order different from that shown herein.

[0028] In the present embodiment, a torque control method of a vehicle is provided, Figure 1 is a flowchart of a torque control method of a vehicle according to an embodiment of the present application, as Figure 1 shown, the flow includes the following steps:

[0029] Step S102, determining the driving scene of the vehicle based on the perception information of the vehicle and the environmental information of the environment in which the vehicle is located.

[0030] The above-mentioned vehicle can refer to a car with a certain level of intelligence, and the vehicle type can include but is not limited to electric cars, hybrid cars, autonomous cars, etc., and the specific vehicle type needs to be determined according to the actual situation. The vehicle in the present application can be used as the main body of the torque control method, which can collect surrounding environment data through various sensors, and make decisions based on data information.

[0031] This perception information may refer to data collected by the vehicle's onboard sensors. This information may include, but is not limited to, camera images, radar data, lidar data, wheel speed sensor data, ultrasonic sensor data, wheel speed sensor data, and steering angle sensor data. The specific type of perception information should be determined based on actual needs. This perception information can be used to provide the vehicle with detailed information about its surroundings, enabling it to understand its operating status and external conditions, and make appropriate decisions and control actions.

[0032] This environmental information may refer to characteristic data of the external environment in which the vehicle is traveling. This information may include, but is not limited to, weather conditions, road type, road conditions, traffic conditions, and terrain information. The specific environmental information is determined based on the vehicle's actual environment. This environmental information can be used to help the vehicle adapt to different driving conditions and implement appropriate preventive measures and control strategies to improve driving safety and comfort.

[0033] The aforementioned driving scenario refers to the vehicle's current driving environment, determined based on a combination of sensory and environmental information. This includes, but is not limited to, driving on a bridge joint in rainy weather, highway driving in rainy weather, city driving at night, and mountainous roads. The specific driving scenario is determined based on the actual driving environment. This driving scenario is used to determine the vehicle's driving mode and control algorithms, directly impacting its safety and performance.

[0034] In an optional embodiment, first, the vehicle continuously collects the vehicle's perception information and environmental information of the vehicle's environment through various sensors such as cameras, millimeter-wave radars, ultrasonic sensors, wheel speed sensors, weather sensors, etc. Then, the acquired perception information and environmental information are transmitted to the vehicle's vehicle control unit (VCU) for real-time processing and analysis. Finally, the vehicle control unit VCU uses machine learning algorithms or pattern recognition technology to identify these multi-source information and determine the vehicle's driving scene. By comprehensively utilizing the vehicle's perception information and environmental information, the vehicle's driving scene can be intelligently identified. This process not only improves the vehicle's adaptability to complex environments, but also prevents potential driving risks in advance, thereby enhancing the vehicle's driving safety and comfort.

[0035] Step S104 , in response to the driving scene being a preset driving scene, determining the current operating condition of the vehicle based on the driving state data of the vehicle, wherein the current operating condition includes one of the following: an acceleration operating condition and a deceleration operating condition.

[0036] The aforementioned preset driving scenarios may refer to a set of specific driving environments or conditions predefined in the vehicle design and intelligent control strategies. These scenarios include, but are not limited to, rainy days when a vehicle is about to reach or has already reached a bridge joint, snowy days when a vehicle is on a bumpy road, and snowy days when a vehicle is about to reach or has already reached an icy road. The specific preset driving scenarios should be determined based on actual needs. When a vehicle is in a preset driving scenario, it is more prone to driving safety hazards such as slipping, stalling, and instability. Therefore, setting preset driving scenarios can help the vehicle implement appropriate control strategies in these scenarios, improving driving safety and comfort.

[0037] For example, the preset driving scenarios may be the following two scenarios:

[0038] Driving on a bridge joint in rainy weather. The bridge joint typically refers to the intersection of a cement pavement and a metal steel plate pavement, with a width of approximately 10 to 50 cm. On rainy days, due to the accumulation of rainwater and the difference in material quality, the friction coefficient in this area plummets to levels far below those on dry roads (μ as low as 0.3-0.4). When an electric vehicle enters this area at a high speed, or the driver suddenly applies accelerator force under these conditions, the vehicle's torque demand increases significantly. The insufficient grip between the tires and the slippery joint can easily cause the tires to spin, leading to skidding or loss of stability. Similarly, if the driver suddenly releases the accelerator while driving at high speed, the vehicle may experience a sudden and abrupt deceleration due to excessive regenerative torque, causing a jerking sensation and also threatening driving safety. The above values ​​are for example only; specific values ​​should be determined based on actual conditions.

[0039] In winter, the friction between the tires and the road is significantly reduced on snowy or icy roads. This is especially true during starting or during rapid acceleration, where excessive torque output can easily cause the vehicle to slip. Improper torque control in these situations can not only affect the vehicle's acceleration performance but can also lead to loss of control, posing a serious threat to the driver and other road users.

[0040] Driving status data refers to information reflecting the vehicle's immediate operating status. This data may include, but is not limited to, speed, acceleration, accelerator pedal position, brake pedal position, steering wheel angle, battery status, and vehicle location information. The specific driving status data should be determined based on actual needs and the vehicle's actual driving state. Driving status data can monitor the vehicle's health and driving characteristics in real time, facilitating the determination of the vehicle's current operating conditions and enabling timely adjustments to driving strategies.

[0041] The current working condition can refer to an instant vehicle operation mode determined according to vehicle driving state data. The type of the current working condition can include, but is not limited to, an acceleration working condition and a deceleration working condition. The specific current working condition needs to be determined according to the actual driving state, and is not limited herein. The current working condition can be used to reflect the driving intention of the vehicle and the road conditions.

[0042] The acceleration working condition can refer to a condition in which the vehicle is increasing speed. The acceleration working condition is usually accompanied by the driver stepping on the accelerator. In the acceleration working condition, the vehicle power system needs to provide more power to meet the acceleration requirement.

[0043] The deceleration working condition can refer to a condition in which the vehicle is decreasing speed. The deceleration working condition can be caused by the driver stepping on the brake or the vehicle energy recovery system automatically implementing deceleration when the driver releases the accelerator pedal.

[0044] In an optional embodiment, when it is identified that the current driving scene of the vehicle is a preset driving scene, the vehicle control unit (VCU) collects driving state data such as the speed of the vehicle, the opening rate of the accelerator pedal, the state of the braking system, and the reading of the wheel speed sensor, and analyzes the driving state data based on a related algorithm to determine that the current working condition of the vehicle is a deceleration working condition or an acceleration working condition. The above process sets the preset driving scene of the vehicle in advance, so that the VCU can quickly respond when the vehicle is in the preset driving scene, and then determine the current working condition of the vehicle, thereby improving the response speed of the VCU and improving the safety and comfort of the vehicle in the preset driving scene.

[0045] For example, the preset driving scene can refer to driving on a bridge joint surface in rainy weather. When the driving scene is identified as driving on a bridge joint surface in rainy weather, the vehicle control unit (VCU) immediately calls multiple driving state data to analyze the real-time running state of the vehicle. These data include but are not limited to the speed of the vehicle, the opening rate of the accelerator pedal, the state of the braking system, the reading of the wheel speed sensor, and the power demand of the vehicle. The VCU can accurately determine whether the vehicle is in an acceleration or deceleration state by analyzing these real-time data through an algorithm. For example, if the opening rate of the accelerator pedal increases significantly or the speed of the vehicle increases rapidly in a short time, the VCU determines that the vehicle is in an "acceleration condition"; on the contrary, if the accelerator pedal is quickly released or the brake pedal is pressed, causing the vehicle to slow down, the VCU determines that the vehicle is in a "deceleration condition". Based on the accurate identification of the current condition, the VCU can dynamically adjust the torque output of the vehicle to limit the rate of torque change to adapt to the demand for vehicle control stability in a specific scene, effectively preventing the vehicle from slipping, jerking or losing stability on complex road conditions such as wet bridge joint surfaces, thereby significantly improving driving safety and comfort. This process reflects the rapid response and precise control ability of the intelligent vehicle system to complex driving environments.

[0046] In step S106, in response to the current condition being an acceleration condition, the output torque of the vehicle is controlled based on the driving state data and the driver demand torque to make the slip ratio of the vehicle within a preset range.

[0047] The driver demand torque mentioned above can refer to the size of the force that the driver expresses through the accelerator pedal or other input devices to the vehicle control system to make the vehicle generate a pushing or pulling force. The size of the driver demand torque needs to be determined according to the current condition, which is not limited here. The driver demand torque can be used to reflect the immediate driving intention of the driver and the potential working intensity of the vehicle power system.

[0048] The output torque mentioned above can refer to the actual output torque of the electric motor. The output torque can be used to help the vehicle achieve smooth acceleration, energy consumption adjustment and driving safety, ensuring that the power output of the vehicle meets the driving demand while maintaining the stability and energy efficiency of the vehicle operation.

[0049] The slip ratio mentioned above can refer to the ratio of the instantaneous speed difference of the tire when it is in contact with the ground to the speed of the vehicle. The slip ratio can be used to quantify whether the tire is in a rolling state or a sliding state. A higher slip ratio means that the tire has more sliding components on the ground, which can lead to a decrease in the handling performance of the vehicle and cause the vehicle to lose control such as slipping or skidding. On rainy, snowy or bridge joint surfaces with low friction coefficient, controlling the slip ratio can prevent the vehicle from losing traction due to excessive torque, affecting the driving safety of the vehicle.

[0050] The preset range can refer to a preset slip ratio target interval under a preset driving scenario. The preset range can be determined based on factors such as vehicle type, tire specifications, road conditions and vehicle load, and the like, and is not limited herein. The preset range can be used to ensure the driving performance of the vehicle while avoiding tire slip, thereby improving the driving safety of the vehicle.

[0051] In an optional embodiment, when the system identifies that the current working condition is an acceleration state, a series of driving state data such as the instantaneous speed, acceleration, opening rate of the accelerator pedal, road conditions and the like of the vehicle are first collected; then, the driver demand torque is determined by monitoring the depth or the angle change of the accelerator pedal, and the driver demand torque is used to reflect the acceleration or speed level that the driver hopes the vehicle to reach. Based on this, the vehicle control unit quickly calculates and adjusts the output torque of the vehicle to ensure that the slip ratio of the vehicle is within the preset range, so as to prevent the slip ratio of the tire in contact with the ground from exceeding the safety threshold due to excessive torque during acceleration. By limiting and fine-tuning the output torque, the system can effectively avoid tire slip caused by instantaneous release of a large amount of torque, thereby preventing the possibility of vehicle out of control and protecting the safety of the people in the vehicle. In addition, smooth torque output avoids the jerk that may occur during acceleration of the vehicle, and provides a smoother and more comfortable driving experience. Even under complex road conditions, the vehicle can maintain stable acceleration.

[0052] In step S108, in response to the current working condition being a deceleration working condition, the recovery torque of the vehicle is controlled based on the driving state data and the driver demand torque, so that the slip ratio of the vehicle is within the preset range.

[0053] The recovery torque can refer to a reverse torque generated during the process of converting the kinetic energy of the vehicle into electrical energy and recovering to the battery when the driving motor is converted into a generator mode during deceleration or braking of the vehicle. The type of recovery torque can include, but is not limited to, fixed recovery torque, dynamically adjusted recovery torque and the like, and the specific recovery torque needs to be determined according to actual requirements. The recovery torque acts on the drive shaft and is opposite to the driving direction of the vehicle, and can be used to help the vehicle decelerate, while also achieving energy recycling.

[0054] In an alternative embodiment, when the system identifies that the vehicle enters a deceleration working condition, such as the driver releases the accelerator pedal or lightly presses the brake pedal, the vehicle control system responds immediately. First, the system evaluates the current vehicle operating state based on real-time collected driving state data, including vehicle speed, acceleration, road conditions and other information. Then, the driver's demand torque is determined by the depth of the brake pedal or the rate of releasing the accelerator pedal, which represents the demand for recovery torque in the deceleration working condition. Then, the VCU of the vehicle combines the above data analysis to dynamically adjust the recovery torque of the motor, ensuring that the slip ratio between the tire and the ground is within the preset range. This adjustment process takes into account multiple factors such as road friction coefficient, vehicle load, tire condition, etc. to improve the energy recovery efficiency during deceleration and ensure driving safety.

[0055] In the embodiments of the present application, first, the driving scene of the vehicle is determined based on the perception information of the vehicle and the environment information of the environment in which the vehicle is located; then, in response to the driving scene being a preset driving scene, the current working condition of the vehicle is determined based on the driving state data of the vehicle; further, in response to the current working condition being an acceleration working condition, the output torque of the vehicle is controlled based on the driving state data and the driver's demand torque, so that the slip ratio of the vehicle is within a preset range; in response to the current working condition being a deceleration working condition, the recovery torque of the vehicle is controlled based on the driving state data and the driver's demand torque, so that the slip ratio of the vehicle is within a preset range. The present application first identifies the preset driving scene in advance by comprehensively analyzing the vehicle perception information and the environment information, providing response time for subsequent call of control strategy; then, if the current working condition is an acceleration working condition, the output torque of the vehicle is controlled based on the driving state data and the driver's demand torque, so that the slip ratio of the vehicle is within a preset range, avoiding slipping or excessive acceleration in the acceleration working condition; if the current working condition is a deceleration working condition, the recovery torque of the vehicle is controlled based on the driving state data and the driver's demand torque, also ensuring that the slip ratio of the vehicle is within a preset range, preventing jerk or instability during deceleration. By dynamically adjusting the output torque or the recovery torque according to the current working condition of the vehicle, the technical purpose of improving the accuracy of vehicle torque control, improving driving safety and improving driving experience comfort is achieved, thereby realizing the technical effect of improving the accuracy and stability of vehicle torque control in special working conditions, and further solving the technical problem of low safety of vehicle torque control in related technologies.

[0056] Optionally, the driving state data includes: an accelerator pedal change rate, a current vehicle speed and an initial torque value; based on the driving state data and the driver's demand torque, the output torque of the vehicle is controlled, including: based on the accelerator pedal change rate and the driver's demand torque, determining a first torque gradient value of the output torque; based on the current vehicle speed and the driver's demand torque, determining a first target torque value of the output torque; based on the first torque gradient value, controlling the initial torque value to increase to the first target torque value.

[0057] The accelerator pedal change rate can refer to the rate of change of the accelerator pedal position per unit time. The type of accelerator pedal change rate can include, but is not limited to, a percentage change rate, a pedal angle change rate, etc. The specific accelerator pedal change rate is determined according to actual needs. The accelerator pedal change rate can be used as an index to evaluate the strength of the driver's acceleration or deceleration intention. In the acceleration condition, a high accelerator pedal change rate can indicate that the driver wants the vehicle to respond quickly and provide stronger power output.

[0058] The current vehicle speed can refer to the actual driving speed of the vehicle at the current time.

[0059] The initial torque value can refer to the torque value currently output by the drive motor before the driver initiates an acceleration instruction. The initial torque value can refer to a small torque value (the vehicle is driving at a constant speed without acceleration). The initial torque value can be used to provide a starting point for torque adjustment.

[0060] The first torque gradient value can refer to the torque change rate set by the vehicle control unit to increase the initial torque value to the first target torque value after identifying the acceleration condition. In the acceleration condition, the first torque gradient value is smaller than the torque gradient value in the normal condition, which can be 1 / 2, 1 / 3, etc. of the torque gradient value in the normal condition. The specific first torque gradient value can be determined according to the accelerator pedal change rate and the current vehicle speed. The first torque gradient value can be used to ensure that the increase in torque meets the driver's intention and is not too drastic, causing the vehicle to lose stability, thereby ensuring the safety of the vehicle.

[0061] The first target torque value can refer to the torque value that the drive motor needs to reach. The first target torque value can be set based on the acceleration demand and the safety demand, which is not limited here. The first target torque value can be used to meet the acceleration demand in the acceleration condition while ensuring the driving safety of the vehicle.

[0062] In an optional embodiment, the vehicle control system first monitors and records real-time driving state data, including the rate of change of the accelerator pedal, the current vehicle speed, and the initial torque value of the motor. Then, based on the rate of change of the accelerator pedal and the driver's demand torque, the speed at which the output torque should be increased, i.e., the first torque gradient value, is calculated. This calculation takes into account both the driver's acceleration command strength and the current dynamic situation of the vehicle, ensuring that the increase in torque is both responsive to the driver's intention and not too drastic to avoid tire skidding or vehicle instability. Next, based on the current vehicle speed and the driver's demand torque, the target torque value that the motor needs to reach, i.e., the first target torque value, is determined. This target value aims to balance acceleration performance and vehicle stability, ensuring that the acceleration demand is met while not exceeding the safety limits under certain working conditions. Finally, the vehicle control unit (VCU) gradually and smoothly increases the initial torque value to the first target torque value based on the calculated first torque gradient value, ensuring that the torque change meets the acceleration demand and controls the vehicle's slip ratio within the preset safety range throughout the acceleration process, avoiding unnecessary intervention of the electronic stability program.

[0063] Optionally, based on the first torque gradient value, the initial torque value is increased to the first target torque value, including: determining a first filter parameter of the output torque based on the rate of change of the accelerator pedal and the driver's demand torque; determining a first current torque value of the output torque based on the first torque gradient value and the initial torque value; filtering the first current torque value based on the first filter parameter to obtain a first filtered torque value; and controlling the output torque of the vehicle according to the first filtered torque value.

[0064] The first filter parameter mentioned above can be a numerical value used to adjust the smoothness of the torque signal, and the type of the first filter parameter can include but is not limited to a proportional coefficient, a first-order inertia filter parameter, a proportional integral controller parameter, etc. The specific first filter parameter needs to be determined according to the vehicle control requirements, which is not limited here. The first filter parameter can be used to improve the jerkiness of torque change, ensuring the smoothness of torque output and avoiding vehicle instability or driving discomfort caused by too fast torque change.

[0065] The first current torque value mentioned above can be the instantaneous torque value that the vehicle should output at a certain time point according to the set torque gradient. The first current torque value can be used as a transition value in the torque control process, which can be used to reflect the driver's intention and the current state of the vehicle, connecting the initial torque value and the target torque value, and is the basis for achieving precise torque control.

[0066] The first filtered torque value can be a target torque value obtained by filtering the first current torque value under the first filtering parameter. The filtering process aims to eliminate high-frequency noise in the torque output and ensure smoother torque changes, thereby improving the driving comfort and stability of the vehicle. The first filtered torque value can be used as a reference value for the final control of the actual output torque of the motor.

[0067] In an alternative embodiment, the filtering method for obtaining the first filtered torque value based on the first filtering parameter can include, but is not limited to, filtering through a low-pass filter, a band-pass filter, or other filters, or filtering through an adaptive filtering algorithm. The specific filtering method needs to be determined according to actual needs, which is not limited here.

[0068] In an alternative embodiment, the first filtering parameter for output torque is first determined based on the accelerator pedal rate and the driver's demand torque. Then, the first current torque value is calculated based on the first torque gradient value and the initial torque value, which reflects the instantaneous torque size that the vehicle should output at the moment. Next, the first current torque value is filtered by applying the first filtering parameter to obtain a smoother and continuous first filtered torque value. Finally, the motor will adjust the output torque according to this filtered torque value, ensuring a smooth transition from the initial torque value to the first target torque value, which not only meets the driver's acceleration intention, but also controls the torque change smoothly during the entire acceleration process, avoiding vehicle instability caused by sudden torque changes, and thus improving driving comfort and safety. This fine torque control strategy not only improves the power performance of the vehicle, but also reduces the over-reliance on auxiliary systems such as ESP, improving the vehicle's autonomous stability control capability, which is an important part of intelligent electric vehicle technology to ensure driving safety and improve driving experience.

[0069] For example, an electric vehicle is driving in the rain and approaching a joint surface of a bridge at a speed of 40 km / h. The joint surface transitions from a cement road to a metal plate and back to a cement road. The friction coefficient of this area decreases significantly in the rain, μ may be as low as 0.3-0.4. The driver needs to accelerate quickly to pass through this area due to the traffic situation ahead, and the accelerator pedal rate rises sharply to 60% per second. The driver's demand torque is 120 N·m, and the expectation is to respond quickly under the premise of ensuring safety.

[0070] The vehicle's vehicle control unit VCU, upon monitoring the above-mentioned working conditions, calculates a first filtering parameter based on the accelerator pedal rate of change and the driver's demand torque. Considering the special case of rain and bridge joint surfaces, the filtering parameter is set to be more conservative to ensure the smoothness and safety of torque changes. Assuming that the calculation result of the first filtering parameter indicates that a longer time constant should be used for filtering processing to reduce the instantaneous fluctuations of torque output.

[0071] Next, the VCU calculates a first current torque value of the output torque based on the first torque gradient value (for example, set to an increase of 10 N·m per second under special working conditions) and the initial torque value of the motor (assuming 40 N·m). In this example, the first current torque value is set to 50 N·m at the initial stage of system response, rather than immediately reaching the driver's demand torque value, to avoid sudden increase of torque causing tire slip.

[0072] Then, the first filtering parameter is applied to the first current torque value, and through the implementation of filtering processing, a first filtered torque value is obtained. The filtering processing ensures the continuous and smooth increase of torque, avoiding the possible vehicle instability caused by excessive torque gradient.

[0073] Finally, the VCU controls the torque output of the motor according to the first filtered torque value, ensuring the smooth increase of torque from 40 N·m to 120 N·m. Throughout the acceleration process, the increase of torque strictly follows the preset filtering parameter, so that the vehicle can pass through the special working condition of rain and bridge joint surface smoothly and safely, avoiding the emergency intervention of ESP, ensuring that the driver can feel the stability and responsiveness of the vehicle, and greatly improving the driving safety, avoiding the possible slip or jerk phenomenon caused by improper torque adjustment. The numerical values in the above process are only examples, and the specific numerical values need to be determined according to the actual situation, which is not limited here.

[0074] Optionally, the driving state data includes: the accelerator pedal rate of change, the current vehicle speed and the initial torque value; based on the driving state data and the driver's demand torque, the recovery torque of the vehicle is controlled, including: determining a second torque gradient value of the recovery torque based on the accelerator pedal rate of change and the driver's demand torque; determining a second target torque value of the recovery torque based on the current vehicle speed and the driver's demand torque; controlling the initial torque value to decrease to the second target torque value based on the second torque gradient value.

[0075] The second torque gradient value can refer to the rate of change of torque corresponding to the rate of change of the accelerator pedal and the driver demand torque during vehicle deceleration or energy recovery. The type of the second torque gradient value can include, but is not limited to, a fixed torque gradient value, a dynamic torque gradient value, etc. The specific second torque gradient value needs to be determined according to actual control requirements, which is not limited here. The second torque gradient value can be used to reflect the smoothness of vehicle torque recovery, i.e., the speed of torque reduction, to ensure that the reduction of torque is not too drastic when the driver releases the accelerator or enters the coasting state, thereby avoiding jerky or unstable conditions of the vehicle.

[0076] The second target torque value can refer to the final recovery torque value set by the vehicle control system according to the current vehicle speed and the driver demand torque during deceleration or energy recovery. The second target torque value can be used to balance the energy recovery efficiency and driving comfort and vehicle stability, to ensure that the dynamic performance of the vehicle remains within a safe and comfortable range while recovering energy.

[0077] In an optional embodiment, when the electric vehicle is decelerating or recovering energy, the VCU determines a second torque gradient value based on the rate of change of the accelerator pedal and the driver demand torque, which guides the speed of torque reduction and ensures a smooth process. At the same time, the VCU calculates a second target torque value based on the current vehicle speed and the driver demand torque, which reflects the energy recovery level that the vehicle should achieve under specific conditions. Then, the VCU gradually reduces the initial torque value to the second target torque value using the second torque gradient value. Through this process, not only is efficient energy recovery achieved, but also the stability of the vehicle during deceleration or coasting and the comfort of the driver are ensured, avoiding the jerky or unstable state of the vehicle caused by excessive recovery of torque. The entire control strategy aims to balance the efficiency of energy recovery and the driving performance of the vehicle, improving the adaptability and safety of the electric vehicle under different driving conditions.

[0078] Optionally, based on the second torque gradient value, the initial torque value is controlled to decrease to the second target torque value, including: determining a second filtering parameter of the recovery torque based on the rate of change of the accelerator pedal and the driver demand torque; determining a second current torque value of the recovery torque based on the second torque gradient value and the initial torque value; filtering the second current torque value based on the second filtering parameter to obtain a second filtered torque value; and controlling the recovery torque of the vehicle according to the second filtered torque value.

[0079] The second filtering parameter can refer to a value used to modulate the rate of torque reduction and smooth the torque curve during vehicle deceleration or energy recovery. The second filtering parameter can be used to slow down the rate of torque change, ensuring that the behavior of the vehicle during energy recovery is more predictable and controllable, while avoiding driving discomfort caused by sudden torque reduction during energy recovery, and improving the overall driving experience.

[0080] The second current torque value can be an instantaneous torque value calculated based on the initial torque value and the second torque gradient value during the torque recovery control period. The second current torque value can be used as a transition value in the torque control process, and can be used to reflect the driver's intention and the current state of the vehicle, connecting the initial torque value and the target torque value, and is the basis for achieving precise torque control.

[0081] The second filtered torque value can be a value obtained by filtering the second current torque value under the action of the second filtering parameter, and is used to actually control the motor torque recovery. The second filtered torque value eliminates noise that can be introduced due to the response of the control system or changes in external conditions, ensuring that the torque output meets the driver's intention and maintains the stability and safety of the vehicle during driving.

[0082] In an alternative embodiment, first, the VCU (vehicle control unit) monitors the accelerator pedal rate of change and the driver's demand torque reduction, and calculates the second filtering parameter based on the accelerator pedal rate of change and the driver's demand torque. The setting of this parameter ensures smooth processing of torque changes during torque recovery, preventing vehicle instability caused by excessively steep torque drop. Next, the VCU calculates the second current torque value based on the second torque gradient value and the initial torque value of the vehicle. This current torque value reflects the ideal torque recovery level of the vehicle at a certain time, and is dynamically adjusted according to the changes in the vehicle's driving state and the driver's operation, ensuring that the torque recovery is controllable at any time. Further, the second filtering parameter is applied to the second current torque value, and the second filtered torque value is obtained by filtering. This process further smooths the torque recovery curve, eliminates torque fluctuations that can be caused by differences in control system response time or sudden changes in external environment, and ensures smooth operation of the vehicle during energy recovery. Finally, the VCU issues instructions according to the second filtered torque value to control the motor torque recovery. This control strategy ensures smooth transition from the initial torque value to the second target torque value, avoids vehicle jerk or loss of control that can occur due to sudden changes in torque, and improves driving safety and comfort.

[0083] For example, when driving through a bridge joint on a rainy day, assume that the driver is driving at a speed of 50 km / h and needs to slow down quickly to respond to the traffic conditions ahead, at which time the accelerator pedal rate of change reaches -70% per second (i.e. the driver quickly releases the accelerator pedal). The driver's demand torque is quickly reduced from the current 100 N·m to 0 N·m for energy recovery. The VCU first calculates the second filtering parameter based on the change in the accelerator rate and the demand torque, and determines the smoothness of the torque reduction. Assume that the second filtering parameter is set to halve the torque change rate to adapt to the special conditions of the wet and slippery road surface.

[0084] Then, the VCU calculates a second current torque value based on the second torque gradient value (e.g., set to a torque decrease of 10 N·m per second) and the initial torque value of the current motor, 100 N·m. In the initial stage of energy recovery, this value can be 90 N·m, rather than immediately dropping to 0 N·m, to avoid a sudden drop in torque.

[0085] Subsequently, the second current torque value is input into a filtering algorithm, which is filtered using second filtering parameters to obtain a second filtered torque value. In this example, the second filtered torque value can be further adjusted to 95 N·m to ensure that the torque decrease not only meets the driver's intention but also maintains the vehicle's stable coasting and avoids unnecessary intervention by the ESP system.

[0086] Finally, the VCU controls the recovery torque of the motor according to the second filtered torque value of 95 N·m, ensuring a smooth process from 100 N·m to 0 N·m. Throughout the energy recovery process, the torque change follows the preset second filtering parameters, and even in high-risk conditions such as rain on a bridge joint, the vehicle can maintain a stable and safe coasting state, avoiding jerking or loss of control due to improper recovery torque control, demonstrating the practicality and superiority of intelligent torque management in complex driving environments. The above values are only examples, and the specific values should be determined according to the actual situation, which is not limited here.

[0087] Optionally, the driving state data includes: an accelerator pedal opening degree, an accelerator opening degree change rate, and a current vehicle speed; and the current working condition of the vehicle is determined based on the driving state data of the vehicle, including: in response to the accelerator opening degree change rate being greater than or equal to a first preset change rate, determining that the current working condition is an acceleration working condition; and in response to the accelerator pedal opening degree being less than a preset opening degree and the current vehicle speed being greater than or equal to a preset speed, determining that the current working condition is a deceleration working condition.

[0088] The accelerator pedal opening degree can refer to the physical displacement of the pedal relative to the fully released position when the driver operates the accelerator pedal, usually expressed as a percentage. For example, when the pedal is not depressed, the accelerator pedal opening degree is 0%, and when the pedal is fully depressed, the accelerator pedal opening degree is 100%. The accelerator pedal opening degree can be an important parameter for the vehicle control system to monitor the driver's driving intention, and can be used to reflect the size of the torque the driver wants the vehicle to provide, and also to help the system identify the current driving mode, such as smooth driving, acceleration, or deceleration working conditions.

[0089] The aforementioned throttle opening rate of change may refer to the amount of change in the accelerator pedal opening per unit time, reflecting the rate at which the driver operates the pedal. The throttle opening rate of change may include, but is not limited to, positive and negative throttle opening rates of change. A positive throttle opening rate of change indicates a rapid increase in the throttle opening and a high value, meaning the vehicle is entering an acceleration condition; a negative throttle opening rate of change indicates a rapid release of the accelerator pedal, meaning the vehicle is entering a deceleration or coasting condition. The specific throttle opening rate of change must be determined based on actual conditions and is not limited here. The throttle opening rate of change can be used to reflect the driver's urgency for acceleration or deceleration and help determine the vehicle's current operating condition.

[0090] The above-mentioned first preset change rate may refer to the throttle opening change rate threshold used to distinguish between acceleration conditions and other conditions. The first preset change rate may include but is not limited to 45%, 50%, 55%, etc. The specific first preset change rate needs to be determined based on factors such as vehicle type, road conditions or driving mode, and is not limited here. The first preset change rate can be used to determine whether the driver is performing a sudden acceleration operation.

[0091] The above-mentioned preset opening may refer to a pre-set threshold value of the accelerator pedal opening used to determine whether the current working condition is in a deceleration condition. The preset opening may include but is not limited to smaller openings such as 0, 1, 2, 3, etc. The specific preset opening needs to be determined according to actual control requirements and is not limited here. The preset opening can be used to identify deceleration conditions.

[0092] The above-mentioned preset speed may refer to a preset speed threshold. The preset speed may include but is not limited to 30 km / h, 28 km / h, 26 km / h, etc. The specific preset speed needs to be determined according to actual control requirements and is not limited here. The preset speed can be used to determine whether the vehicle is in a deceleration condition when the accelerator pedal opening is lower than the preset opening.

[0093] In an optional embodiment, when the throttle opening change rate (i.e., the rate of increase of the accelerator pedal opening per unit time) reaches or exceeds a first preset change rate, the vehicle control system determines that the vehicle enters an acceleration condition. This recognition mechanism can quickly capture the driver's acceleration intention and ensure that the system responds immediately. When the accelerator pedal opening is lower than the preset opening threshold and the current vehicle speed is not lower than the preset speed, the system determines that the vehicle enters a deceleration condition. This condition setting avoids erroneous activation of the energy recovery system at low speed or when the accelerator is briefly released, ensuring the accuracy and effectiveness of deceleration condition identification. The above-mentioned condition identification strategy based on the throttle opening change rate and vehicle speed not only improves the vehicle's safety performance and driving experience by accurately judging acceleration and deceleration conditions, but also improves energy management, reflecting the efficiency and intelligence of the intelligent vehicle control system.

[0094] Optionally, based on the perception information of the vehicle and the environment information of the environment where the vehicle is located, the driving scene of the vehicle is determined, including: based on the perception information, determining the road type of the target road where the vehicle is located, wherein the target road is located in front of the vehicle and the distance between the target road and the vehicle is less than a preset distance; based on the environment information, determining the weather type of the environment; in response to the weather type being a preset type and the road type being a preset type, determining that the driving scene is a preset driving scene.

[0095] The road type can refer to the type of the current road determined after classifying the road according to the characteristics of the road structure, material, width, slope, curvature, etc. The road type can include but is not limited to urban road, highway, country road, bridge splicing surface, slippery road surface, etc. The specific road type needs to be determined according to the vehicle perception information, which is not limited here. Different road types will affect the traction demand and tire grip of the vehicle. Therefore, based on the information of the road type, the vehicle control system can adjust the torque distribution in advance to adapt to different road conditions.

[0096] The preset distance can refer to the distance threshold at which the target road in front of the vehicle starts to affect the vehicle driving decision. The preset distance can include but is not limited to 4.5 meters, 5 meters, 5.5 meters, etc. The specific preset distance needs to be determined according to the vehicle decision response time, which is not limited here. The preset distance can allow the vehicle to prepare in advance, such as adjusting the torque, decelerating or starting the anti-slip system, to cope with the complex road conditions in front.

[0097] The weather type can refer to the classification of the atmospheric conditions in the current environment. The weather type can include but is not limited to rainy day, snowy day, foggy day, etc. The specific weather type needs to be determined according to the actual environment information, which is not limited here. The driving parameters of the vehicle can be adjusted based on the weather type, such as increasing torque filtering in rainy and snowy weather, reducing the risk of slipping, and improving driving safety. At the same time, the weather type can also be one of the key indicators for determining whether the current driving scene of the vehicle is a preset driving scene.

[0098] The preset type can refer to the combination of weather and road type that needs special attention, which is preset by the vehicle control system according to safety and efficiency. The weather preset type can be rainy day, snowy day, and the road preset type can be bridge splicing surface, etc. The specific preset type needs to be determined according to the control target, which is not limited here. For example, "rainy day" and "bridge splicing surface" can be set as a preset type that needs special attention to ensure that the vehicle can take appropriate control measures, such as reducing torque in advance, increasing torque smoothness, and preventing vehicle instability.

[0099] In an optional embodiment, first, the environment in front of the vehicle is continuously monitored by vehicle-mounted sensors such as millimeter wave radar, laser radar, visual camera, etc., when the distance between the target road and the vehicle is less than the preset distance, the road type of the target road is analyzed and identified, for example, it is identified that the front is a bridge joint surface or a slippery road surface and the like. At the same time, through the vehicle-mounted meteorological sensor or real-time communication with the cloud, the weather type of the environment is collected and analyzed, when the perception information shows that the road type is the preset type, and the environmental information shows that the weather type also belongs to the preset type, it is determined that the current driving scene is the preset driving scene, such as "rainy day bridge joint surface driving". In the above process, through the setting of the preset distance, the system can predict the special road type and the adverse weather condition in advance, timely adjust the torque output strategy, reduce the risk of instability on the slippery road surface or the bridge joint surface, avoid potential traffic accidents, and greatly enhance the driving safety. At the same time, by comprehensively using the perception information and the environmental information, intelligent identification and response to the driving scene are realized, and the safety, comfort and energy efficiency of the vehicle in the specific environment are significantly enhanced.

[0100] For example, an electric vehicle is driving at a speed of 60 km / h on a city trunk road, the accelerator pedal opening of the vehicle is 30%, and the accelerator opening rate is in a stable state (<50% / s). It is detected by the millimeter wave radar and visual sensor in front of the vehicle that there is a bridge joint surface about 3 meters away from the vehicle. The vehicle-mounted meteorological sensor detects that it is raining at present, the road surface is slippery, and the friction coefficient is low (μ is about 0.3-0.4). First, based on the perception information of the millimeter wave radar and the visual sensor, the vehicle control system determines that the target road in front is a bridge joint surface, and the distance between the vehicle and the target road is less than the preset distance (the preset distance is 5 meters). At the same time, the vehicle-mounted meteorological sensor or through the cloud weather data confirms that the current weather type is rainy day, which belongs to one of the preset weather types. Finally, since the road type is a bridge joint surface (preset road type) and the weather type is a rainy day (preset weather type) at the same time, the vehicle control system immediately determines that the current driving scene is "rainy day bridge joint surface driving scene".

[0101] Optionally, after controlling the output torque or the recovery torque of the vehicle based on the driving state data and the driver demand torque, the method further comprises: in response to the driving scene not being the preset driving scene, or the current working condition not being the acceleration working condition or the deceleration working condition, controlling the output torque or the recovery torque of the vehicle based on the driver demand torque.

[0102] In an alternative embodiment, during vehicle driving, the VCU continuously receives and analyzes driving state data, including but not limited to vehicle speed, throttle opening, steering angle, etc., while also taking into account the driver's torque demand. Based on this information, the VCU can adjust the output torque of the motor or the energy recovery torque during deceleration in real time. When the vehicle determines through the perception and environmental information system that the current driving scenario is not a pre-set special working condition, the VCU will not start the torque control strategy specially designed for the pre-set driving. Instead, it will directly control the output or recovery torque based on the driver's demand, following the control logic under normal driving conditions. In addition, when the vehicle is neither accelerating nor decelerating, i.e., in a stable cruising or fine-tuning speed state, the VCU will not apply the specific torque control strategy under the acceleration or deceleration working condition, but will directly respond to the driver's torque demand to maintain the continuity and smoothness of vehicle driving. In non-special working conditions, the VCU quickly adjusts the torque based on the driver's demand to ensure the comfort and responsiveness of daily driving, making the driving experience more intuitive and in line with user expectations. At the same time, in pre-set driving scenarios such as bridge joint surfaces in non-rainy conditions, the vehicle will not unnecessarily limit torque output or recovery, thus avoiding unnecessary waste of performance and reduction of driving experience.

[0103] Figure 2 is a flowchart of a torque control method of a vehicle according to an embodiment of the present application, as shown in Figure 2 , the control method flow is as follows:

[0104] The starting point of the flow is the normal driving of the vehicle, indicating the torque control mode of the vehicle under normal driving conditions. At this time, the VCU normally allocates output torque or recovery torque based on the driver's torque demand and the current state of the vehicle, ensuring the basic driving performance of the vehicle.

[0105] Next, the VCU determines whether T1, T2, and T3 conditions are met simultaneously, i.e., T1 (whether approaching a bridge joint surface, determined by vehicle perception equipment), T2 (whether it is raining, identified based on real-time weather data or vehicle wiper signals), and T3 (driver throttle operation opening rate or vehicle speed condition). When these three conditions are met simultaneously, it indicates that the vehicle is about to enter or is already in the "rainy bridge joint surface driving scenario".

[0106] Once T1, T2, and T3 conditions are met simultaneously, the "bridge joint surface working condition flag" is activated, and the VCU limits the demand and torque size and performs slow processing of torque filtering. For acceleration working conditions, the VCU limits the torque rise rate and maximum torque output to ensure slow torque increase and avoid slipping; for deceleration working conditions, it limits and slows down the recovery torque decrease to avoid vehicle jerk and instability.

[0107] When any condition T1, T2, T3 no longer meets, indicating that the vehicle has left the special working condition, at this time the VCU will exit the "bridge joint surface working condition" and restore to the normal torque control mode based on the driver's demand, ensuring the flexibility and comfort of daily driving.

[0108] The above process, through early identification of special working conditions such as "driving on bridge joint surface in rainy days", the vehicle can actively adjust the torque output, significantly enhancing the driving safety and stability. At the same time, through the torque control strategy in special working conditions, not only can reduce the risk of slipping and instability, but also avoid unnecessary energy consumption. This torque control strategy based on working condition identification shows the high intelligence and adaptability of the vehicle control system, which can effectively cope with complex and variable driving environments, and embodies the advanced nature of intelligent vehicle technology.

[0109] According to the embodiments of the present application, an embodiment of a torque control device of a vehicle is provided. It should be noted that the device can be used to execute the torque control method of the vehicle described above, and the specific implementation method and preferred application scenarios are the same as those of the above embodiments, which will not be repeated here.

[0110] Figure 3 is a schematic diagram of a torque control device of a vehicle according to an embodiment of the present application, as shown in Figure 3 The device comprises the following: a first determination module 302, a second determination module 304, a first control module 306, and a second control module 308.

[0111] The first determination module 302 is configured to determine the driving scene of the vehicle based on the perception information of the vehicle and the environmental information of the environment in which the vehicle is located. The second determination module 304 is configured to determine the current working condition of the vehicle based on the driving state data of the vehicle in response to the driving scene being a preset driving scene, wherein the current working condition comprises one of the following: an acceleration working condition and a deceleration working condition. The first control module 306 is configured to control the output torque of the vehicle based on the driving state data and the driver demand torque to make the slip ratio of the vehicle within a preset range in response to the current working condition being the acceleration working condition. The second control module 308 is configured to control the recovery torque of the vehicle based on the driving state data and the driver demand torque to make the slip ratio of the vehicle within a preset range in response to the current working condition being the deceleration working condition.

[0112] Optionally, the driving state data comprises: an accelerator pedal change rate, a current vehicle speed, and an initial torque value. The first control module comprises: a first torque gradient value determination unit configured to determine the first torque gradient value of the output torque based on the accelerator pedal change rate and the driver demand torque; a first target torque value determination unit configured to determine the first target torque value of the output torque based on the current vehicle speed and the driver demand torque; and a first torque value control unit configured to control the initial torque value to increase to the first target torque value based on the first torque gradient value.

[0113] Optionally, the first control module further comprises: a first filter parameter determining unit configured to determine a first filter parameter of the output torque based on the accelerator pedal rate and the driver demand torque; a first current torque value determining unit configured to determine a first current torque value of the output torque based on the first torque gradient value and the initial torque value; a first filter unit configured to filter the first current torque value based on the first filter parameter to obtain a first filtered torque value; and a first control unit configured to control the output torque of the vehicle according to the first filtered torque value.

[0114] Optionally, the driving state data comprises: the accelerator pedal rate, the current vehicle speed and the initial torque value; and the second control module comprises: a second torque gradient value determining unit configured to determine a second torque gradient value of the recovery torque based on the accelerator pedal rate and the driver demand torque; a second target torque value determining unit configured to determine a second target torque value of the recovery torque based on the current vehicle speed and the driver demand torque; and a second control unit configured to control the initial torque value to decrease to the second target torque value based on the second torque gradient value.

[0115] Optionally, the second control module further comprises: a second filter parameter determining unit configured to determine a second filter parameter of the recovery torque based on the accelerator pedal rate and the driver demand torque; a second current torque value determining unit configured to determine a second current torque value of the recovery torque based on the second torque gradient value and the initial torque value; a second filter unit configured to filter the second current torque value based on the second filter parameter to obtain a second filtered torque value; and a second control unit configured to control the recovery torque of the vehicle according to the second filtered torque value.

[0116] Optionally, the driving state data comprises: the accelerator pedal opening degree, the accelerator opening rate and the current vehicle speed; the second determining module comprises: a first determining unit configured to determine that the current working condition is an acceleration working condition in response to the accelerator opening rate being greater than or equal to a first preset rate; and a second determining unit configured to determine that the current working condition is a deceleration working condition in response to the accelerator pedal opening degree being less than a preset opening degree and the current vehicle speed being greater than or equal to a preset speed.

[0117] Optionally, the first determining module comprises: a first determining unit configured to determine a road type of a target road where the vehicle is located based on the perception information, wherein the target road is located in front of the vehicle and the distance between the target road and the vehicle is less than a preset distance; a second determining unit configured to determine a weather type of the environment based on the environment information; and a third determining unit configured to determine that the driving scene is a preset driving scene in response to the weather type being a preset type and the road type being a preset type.

[0118] Optionally, the apparatus is further configured to control the output torque or the recovery torque of the vehicle based on the driver demand torque in response to the driving scene not being the preset driving scene, or the current working condition not being the acceleration working condition or the deceleration working condition.

[0119] It should be noted that the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of related data need to comply with relevant laws, regulations and standards of countries and regions, and provide corresponding operation portal for user to choose authorization or refusal.

[0120] Embodiments of the present application also provide a vehicle, comprising a memory storing an executable program; and a processor configured to execute the program, wherein the program performs the method in the embodiments of the present application when executed.

[0121] Embodiments of the present application also provide a computer readable storage medium comprising a stored executable program, wherein the computer readable storage medium controls a device where the computer readable storage medium is located to perform the method in the embodiments of the present application when the executable program is executed.

[0122] Embodiments of the present application also provide a computer program product comprising a computer program, wherein the computer program performs the method in the embodiments of the present application when executed by a processor.

[0123] Embodiments of the present application also provide a computer program product comprising a non-volatile computer readable storage medium for storing a computer program, wherein the computer program performs the method in the embodiments of the present application when executed by a processor.

[0124] Embodiments of the present application also provide a computer program, wherein the computer program performs the method in the embodiments of the present application when executed by a processor.

[0125] In the above embodiments of the present application, the description of each embodiment has its own focus, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0126] In several embodiments provided by the present application, it should be understood that the disclosed technology can be implemented in other ways. For example, the above-mentioned device embodiments are only schematic. For example, the division of the units can be a logical function division. There can be another division manner in actual implementation. For example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interfaces, units or modules, and can be electrical or other forms.

[0127] The units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, that is, may be located in one place, or may be distributed to multiple units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0128] In addition, the functional units in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present alone, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0129] The integrated unit, if realized in the form of a software functional unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or the part of the prior art that contributes to the technical solutions or all or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The foregoing storage medium includes: a U disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a mobile hard disk, a magnetic disk or an optical disk, and various program code storage media.

[0130] The above is only the preferred embodiment of the present application, and it should be pointed out that for those skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, and these improvements and refinements should be considered as the protection scope of the present application.

Claims

1. A method for controlling torque of a vehicle, characterized in that: include: Determining a driving scenario of the vehicle based on perception information of the vehicle and environmental information of an environment in which the vehicle is located; In response to the driving scenario being a preset driving scenario, determining a current operating condition of the vehicle based on the driving state data of the vehicle, wherein the current operating condition includes one of the following: an acceleration operating condition and a deceleration operating condition; In response to the current operating condition being the acceleration operating condition, controlling the output torque of the vehicle based on the driving state data and the driver's required torque so that the slip ratio of the vehicle is within a preset range; In response to the current operating condition being the deceleration operating condition, the regenerative torque of the vehicle is controlled based on the driving state data and the driver's required torque so that the slip ratio of the vehicle is within a preset range.

2. The method according to claim 1, characterized in that The driving state data includes: an accelerator pedal change rate, a current vehicle speed, and an initial torque value; and controlling the output torque of the vehicle based on the driving state data and the driver's required torque includes: determining a first torque gradient value of the output torque based on the accelerator pedal change rate and the driver demand torque; determining a first target torque value of the output torque based on the current vehicle speed and the driver's required torque; Based on the first torque gradient value, the initial torque value is controlled to increase to the first target torque value.

3. The method according to claim 2, characterized in that The controlling the initial torque value to increase to the first target torque value based on the first torque gradient value includes: determining a first filtering parameter of the output torque based on the accelerator pedal change rate and the driver demand torque; determining a first current torque value of the output torque based on the first torque gradient value and the initial torque value; filtering the first current torque value based on the first filtering parameter to obtain a first filtered torque value; The output torque of the vehicle is controlled according to the first filtered torque value.

4. The method according to claim 1, wherein The driving state data includes: an accelerator pedal change rate, a current vehicle speed, and an initial torque value; and controlling the vehicle's regenerative torque based on the driving state data and the driver's required torque includes: determining a second torque gradient value of the regenerative torque based on the accelerator pedal change rate and the driver demand torque; determining a second target torque value of the regenerative torque based on the current vehicle speed and the driver's required torque; Based on the second torque gradient value, the initial torque value is controlled to decrease to the second target torque value.

5. The method according to claim 4, characterized in that The controlling the initial torque value to decrease to the second target torque value based on the second torque gradient value includes: determining a second filtering parameter of the regenerative torque based on the accelerator pedal change rate and the driver demand torque; determining a second current torque value of the recovery torque based on the second torque gradient value and the initial torque value; filtering the second current torque value based on the second filtering parameter to obtain a second filtered torque value; The regenerative torque of the vehicle is controlled according to the second filtered torque value.

6. The method according to any one of claims 1 to 5, characterized in that The driving state data includes: accelerator pedal opening, accelerator opening change rate and current vehicle speed; the current operating condition of the vehicle is determined based on the driving state data of the vehicle, including: In response to the throttle opening change rate being greater than or equal to a first preset change rate, determining that the current operating condition is an acceleration operating condition; In response to the accelerator pedal opening being less than a preset opening and the current vehicle speed being greater than or equal to a preset speed, it is determined that the current operating condition is a deceleration operating condition.

7. The method according to any one of claims 1 to 5, characterized in that The determining of the driving scene of the vehicle based on the perception information of the vehicle and the environmental information of the environment in which the vehicle is located includes: Determining, based on the perception information, a road type of a target road on which the vehicle is located, wherein the target road is located in front of the vehicle and a distance from the vehicle is less than a preset distance; determining a weather type of the environment based on the environmental information; In response to the weather type being a preset type and the road type being a preset type, the driving scene is determined to be the preset driving scene.

8. The method according to any one of claims 1 to 5, characterized in that After controlling the output torque or the regenerative torque of the vehicle based on the driving state data and the driver's demand torque, the method further includes: In response to the driving scenario not being the preset driving scenario, or the current operating condition not being the acceleration condition or the deceleration condition, the output torque or the recovery torque of the vehicle is controlled based on the driver demand torque.

9. A vehicle, characterized in that: include: a memory storing an executable program; A processor, configured to run the program, wherein the program executes the method according to any one of claims 1 to 8 when running.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored executable program, wherein when the executable program is run, the device where the storage medium is located is controlled to execute the method according to any one of claims 1 to 8.

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