Output torque control method, electronic equipment and vehicle

Abstract

The invention provides an output torque control method, electronic equipment and a vehicle, and belongs to the technical field of vehicle torque control, torque feedforward is combined with acceleration closed-loop control and is combined with a series-parallel closed-loop control framework with dead-zone compensation torque closed-loop control, and the final output is torque instead of the position or speed in the related technology. This enables a series-parallel closed-loop control architecture to very conveniently construct a torque control system. The series-parallel closed-loop control architecture utilizes feedforward to realize almost delay-free response so as to reduce control delay, and utilizes acceleration closed-loop control to inhibit internal and external disturbance, enhance robustness and improve torque control precision. Interference of a non-linear dead zone is overcome through dead zone compensation, and the torque control precision of low-speed and steady-state scenes is guaranteed. Therefore, the series-parallel closed-loop control architecture can dynamically adjust the output torque in the driving process, so that accurate and rapid conversion from the acceleration to the torque of vehicle longitudinal control is realized, and the control precision and the response speed of the output torque are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle torque control technology, and in particular to an output torque control method, electronic equipment, and vehicle. Background Technology

[0002] In modern transportation systems, longitudinal vehicle control technology is crucial for improving driving safety and comfort. Vehicle longitudinal control systems typically rely on direct driver input, which can easily lead to delayed reactions or operational errors in complex traffic environments, thus affecting driving safety. Furthermore, traditional control systems exhibit delays and inaccuracies in the conversion of acceleration to torque, failing to meet the demands of high-speed and high-precision driving. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose an output torque control method, electronic device and vehicle, which adjusts the output torque in real time through a series and parallel closed-loop control architecture that combines torque feedforward with acceleration closed-loop control and torque closed-loop control with dead zone compensation, so as to adapt the output torque to the dynamically changing driving scenario and improve the response speed and accuracy of torque control.

[0004] To achieve the above objectives, this application provides an output torque control method, comprising: Obtain the desired acceleration and determine the feedforward control torque based on the vehicle dynamics model and the desired acceleration; The unsprung acceleration is obtained, and a first-stage closed-loop control is performed based on the desired acceleration and the unsprung acceleration to obtain the first-stage closed-loop control torque. The second-level closed-loop control torque is obtained by performing the actuator feedback torque, the first-level closed-loop control torque, and the feedforward control torque. The dead zone adjustment torque is determined based on the second-stage closed-loop control torque and the preset dead zone length, and the output torque is determined based on the dead zone adjustment torque and the second-stage closed-loop control torque.

[0005] Optionally, the step of performing second-level closed-loop control based on the actuator feedback torque, the first-level closed-loop control torque, and the feedforward control torque to obtain the second-level closed-loop control torque includes: The sum of the first-stage closed-loop control torque and the feedforward control torque is determined as the initial output torque; The difference between the initial output torque and the actuator feedback torque is determined as the current error torque; The second-level closed-loop control torque is obtained by performing closed-loop control calculations based on the current error torque.

[0006] Optionally, determining the dead-zone adjustment torque based on the second-stage closed-loop control torque and the preset dead-zone length includes: In response to the second-stage closed-loop control torque being less than the dead zone length, the absolute value of the difference between the second-stage closed-loop control torque and the dead zone length is determined as the reference adjustment torque; The dead zone adjustment torque is obtained by correcting the reference adjustment torque based on the current vehicle speed.

[0007] Optionally, the step of correcting the reference adjustment torque based on the current vehicle speed to obtain the dead-zone adjustment torque includes: The dead zone adjustment parameters are determined based on the relationship between the current vehicle speed and the preset vehicle speed parameters; The dead-zone adjustment torque is determined by multiplying the reference adjustment torque and the dead-zone adjustment parameter.

[0008] Optionally, determining the dead-zone adjustment torque based on the second-stage closed-loop control torque and the preset dead-zone length includes: In response to the second-stage closed-loop control torque being greater than or equal to the dead zone length, the zero value is determined as the dead zone adjustment torque.

[0009] Optionally, the step of performing first-stage closed-loop control based on the desired acceleration and the unsprung acceleration to obtain the first-stage closed-loop control torque includes: The difference between the desired acceleration and the unsprung acceleration is determined as the current error acceleration; Based on the current error acceleration, closed-loop control calculations are performed to obtain the first-stage closed-loop control torque.

[0010] Optionally, determining the feedforward control torque based on the vehicle dynamics model and the desired acceleration includes: The calculated vehicle mass is determined based on the actual vehicle mass and the preset vehicle rotational mass conversion factor. The acceleration resistance is determined based on the calculated vehicle mass and the desired acceleration. The feedforward control torque is determined based on the acceleration resistance and the vehicle dynamics model.

[0011] Optionally, determining the feedforward control torque based on the acceleration resistance and the vehicle dynamics model includes: A first dynamic model is determined based on driving resistance, gradient resistance, and acceleration resistance; A second dynamic model between torque and driving force is determined based on the feedforward control torque and wheel radius; The feedforward control torque is determined based on the first dynamic model and the second dynamic model.

[0012] Based on the same inventive concept, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0013] Based on the same inventive concept, this application also provides a vehicle including the electronic equipment described above.

[0014] As can be seen from the above, the output torque control method, electronic equipment, and vehicle provided in this application acquire the desired acceleration and determine the feedforward control torque based on the vehicle dynamics model and the desired acceleration; acquire the unsprung acceleration, perform first-level closed-loop control based on the desired acceleration and the unsprung acceleration to obtain the first-level closed-loop control torque; perform second-level closed-loop control based on the actuator feedback torque, the first-level closed-loop control torque, and the feedforward control torque to obtain the second-level closed-loop control torque; determine the dead-zone adjustment torque based on the second-level closed-loop control torque and a preset dead-zone length; and determine the output torque based on the dead-zone adjustment torque and the second-level closed-loop control torque. The first-level closed-loop control performs closed-loop control by combining the desired acceleration calculated by the adaptive cruise system and the unsprung acceleration calculated by the anti-lock braking system. The second-level closed-loop control obtains the actuator feedback torque based on the execution status of the vehicle's actuators and performs closed-loop control with dead zone based on the actuator feedback torque, the first-level closed-loop control torque, and the feedforward control torque. The torque feedforward process directly calculates the feedforward control torque corresponding directly to acceleration, enabling the vehicle to respond almost instantaneously to changes in command acceleration. This significantly reduces phase lag caused by feedback control, thereby minimizing control delay. Any external disturbance during the torque feedforward process will cause the actual acceleration to deviate from the expected value. The first-stage closed-loop control can immediately detect this deviation and output its own control to suppress acceleration deviation, effectively compensating for the calculation error of the feedforward control torque. This reduces dependence on the accuracy of the vehicle dynamics model, significantly enhancing robustness and improving the accuracy of the target value input in the second-stage closed-loop control, thus improving the accuracy of the second-stage closed-loop control torque. The existence of a dead zone severely compromises the control accuracy when controlling based on the second-stage closed-loop control torque. Dead-zone adjustment of the second-stage closed-loop control torque output by a dead-zone function yields the final output torque. Dead-zone control can eliminate the effects of nonlinear dead zones when the controller's system error is small or when the feedforward cannot control small torques, enabling precise torque control even at low speeds or near zero speed. By utilizing feedforward to achieve near-zero-delay response and reduce control latency, and employing acceleration closed-loop control to suppress internal and external disturbances, robustness is enhanced and torque control accuracy is improved. Dead-zone compensation overcomes the interference of nonlinear dead zones, ensuring torque control accuracy in low-speed and steady-state scenarios. A series-parallel closed-loop control system combining torque feedforward, acceleration closed-loop control, and dead-zone compensated torque closed-loop control is adopted to dynamically adjust the output torque during driving, thereby achieving a precise and rapid conversion from vehicle longitudinal control acceleration to torque, improving the control accuracy and response speed of the output torque. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a flowchart of the output torque control method according to an embodiment of this application; Figure 2 This is a schematic diagram of a series-parallel closed-loop control architecture combining torque feedforward, acceleration closed-loop control, and torque closed-loop control with dead-zone compensation, according to an embodiment of this application. Figure 3 This is a flowchart of the second-level closed-loop control in an embodiment of this application; Figure 4 This is a flowchart of the dead-zone adjustment control in an embodiment of this application; Figure 5 This is a flowchart illustrating the correction of the reference adjustment torque in an embodiment of this application; Figure 6 A flowchart for determining the feedforward control torque in embodiments of this application; Figure 7 This is a schematic diagram of the advanced driver assistance system controller according to an embodiment of this application; Figure 8 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0018] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] It is important to understand in this article that any number of elements in the accompanying figures is for illustrative purposes and not for limitation, and that any naming is for distinction only and has no limiting meaning.

[0020] Based on the above background description, the following situations also exist in the related technologies: Vehicle longitudinal control systems in related technologies typically employ open-loop control, directly outputting torque based on a preset acceleration value and a pre-defined acceleration-torque relationship. This approach is susceptible to fluctuations in road conditions and vehicle load during actual driving, leading to unstable control performance. Specifically, the vehicle longitudinal control strategy that directly determines output torque based on acceleration suffers from insufficient hysteresis and accuracy in complex traffic environments; there is delay and inaccuracy in the acceleration-to-torque conversion process; and the open-loop torque control method cannot adapt to changes in road conditions and vehicle load, resulting in unstable control performance.

[0021] The output torque control method, electronic device, and vehicle provided in this application embodiment acquire a desired acceleration and determine a feedforward control torque based on the vehicle dynamics model and the desired acceleration; acquire unsprung acceleration and perform a first-level closed-loop control based on the desired acceleration and unsprung acceleration to obtain a first-level closed-loop control torque; perform a second-level closed-loop control based on the actuator feedback torque, the first-level closed-loop control torque, and the feedforward control torque to obtain a second-level closed-loop control torque; determine a dead-zone adjustment torque based on the second-level closed-loop control torque and a preset dead-zone length; and determine the output torque based on the dead-zone adjustment torque and the second-level closed-loop control torque. The first-level closed-loop control combines the desired acceleration calculated by the adaptive cruise system with the unsprung acceleration calculated by the anti-lock braking system. The second-level closed-loop control obtains the actuator feedback torque based on the actuator's execution status and performs a closed-loop control with dead zone based on the actuator feedback torque, the first-level closed-loop control torque, and the feedforward control torque.

[0022] The torque feedforward process directly calculates the feedforward control torque corresponding directly to acceleration, enabling the vehicle to respond almost instantaneously to changes in command acceleration. This significantly reduces phase lag caused by feedback control, thereby minimizing control delay. Any external disturbance during the torque feedforward process will cause the actual acceleration to deviate from the expected value. The first-stage closed-loop control can immediately detect this deviation and output its own control to suppress acceleration deviation, effectively compensating for the calculation error of the feedforward control torque. This reduces dependence on the accuracy of the vehicle dynamics model, significantly enhancing robustness and improving the accuracy of the target value input in the second-stage closed-loop control, thus improving the accuracy of the second-stage closed-loop control torque. The existence of a dead zone severely compromises the control accuracy when controlling based on the second-stage closed-loop control torque. Dead-zone adjustment of the second-stage closed-loop control torque output by a dead-zone function yields the final output torque. Dead-zone control can eliminate the effects of nonlinear dead zones when the controller's system error is small or when the feedforward cannot control small torques, enabling precise torque control even at low speeds or near zero speed.

[0023] By utilizing feedforward to achieve near-zero-delay response and reduce control latency, and employing acceleration closed-loop control to suppress internal and external disturbances, robustness is enhanced and torque control accuracy is improved. Dead-zone compensation overcomes the interference of nonlinear dead zones, ensuring torque control accuracy in low-speed and steady-state scenarios. A series-parallel closed-loop control system combining torque feedforward, acceleration closed-loop control, and dead-zone compensated torque closed-loop control is adopted to dynamically adjust the output torque during driving, thereby achieving a precise and rapid conversion from vehicle longitudinal control acceleration to torque, improving the control accuracy and response speed of the output torque.

[0024] The output torque control method provided by the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0025] In some embodiments, such as Figure 1 As shown, the output torque control method includes: Step 101: Obtain the desired acceleration and determine the feedforward control torque based on the vehicle dynamics model and the desired acceleration.

[0026] In practical implementation, Adaptive Cruise Control (ACC), as a core function of Advanced Driver Assistance Systems (ADAS), automatically adjusts vehicle speed and distance through sensor fusion and electronic control, significantly improving driving safety and comfort. The ACC system uses distance sensors (primarily millimeter-wave radar, partially fused with cameras or lidar) to detect the distance, relative speed, and position of vehicles ahead in real time. The control unit dynamically adjusts the throttle opening or braking pressure based on preset speed and safe distance, manifesting as either a following mode or a cruise mode. When other vehicles are present ahead, it enters following mode, automatically decelerating to maintain a safe distance if the speed of the vehicle ahead is lower than the set speed; when no other vehicles are present ahead, it enters cruise mode, accelerating to the set speed for constant speed when there are no vehicles ahead. Therefore, the Adaptive Cruise Control system calculates the desired acceleration or deceleration based on real-time data monitored by the perception layer.

[0027] For the desired acceleration, the acceleration is accurately converted to torque using both the vehicle dynamics model and closed-loop control. The theoretical value of the torque calculated by the vehicle dynamics model is the feedforward control torque. By using closed-loop control based on the acceleration difference between the actual acceleration and the desired acceleration, a torque correction value can be obtained. This torque correction value is the feedback torque of the closed-loop control. Through a control strategy combining feedforward and feedback, precise acceleration tracking is achieved, ensuring the accuracy of torque calculation.

[0028] In the vehicle dynamics model, the conversion of acceleration to torque is the core of longitudinal control, requiring comprehensive consideration of factors such as vehicle force balance, transmission system characteristics, and environmental disturbances. From the perspective of force balance, the vehicle's driving force equals the total resistance and acceleration resistance during vehicle movement. The total resistance includes rolling resistance, air resistance, friction resistance, and gradient resistance, while the acceleration resistance is the product of the converted vehicle mass and the desired acceleration. Simultaneously, the driving force is the ratio of wheel-end torque to wheel radius. By simultaneously implementing three vehicle dynamics models, the corresponding wheel-end torque can be calculated based on the desired acceleration. This wheel-end torque is the feedforward control torque, enabling feedforward control based on torque calculation.

[0029] Step 102: Obtain the unsprung acceleration, and perform the first-stage closed-loop control based on the desired acceleration and the unsprung acceleration to obtain the first-stage closed-loop control torque.

[0030] In practical implementation, closed-loop control is a feedback control algorithm widely used in industrial automation and embedded systems. PID (Proportional-Integral-Derivative) closed-loop control is a feedback-based automatic adjustment algorithm that dynamically calculates the error between the target value and the actual value, and integrates the outputs of the proportional (P), integral (I), and derivative (D) components to achieve precise control of the controlled object.

[0031] In this system, the desired acceleration calculated by the adaptive cruise control system is the target value for closed-loop control. The actual acceleration value is determined by the anti-lock braking system (ABS), a key active safety technology designed to prevent wheels from locking up completely during emergency braking, thereby maintaining the vehicle's directional control and stability. The ABS uses wheel speed sensors to monitor wheel speeds in real time and calculates unsprung acceleration based on these speeds to dynamically adjust braking force and prevent wheel lock-up. Unsprung acceleration refers to the acceleration change of components below the springs in a vehicle's suspension system (such as wheels, braking system, suspension links, etc.) during movement. Unsprung acceleration is the instantaneous acceleration of these components due to road impacts or dynamic changes in the vehicle. Its magnitude is determined by Newton's second law, and it represents the actual acceleration value. Because unsprung acceleration is related to road conditions and vehicle load changes, introducing unsprung acceleration can mitigate the influence of these factors during actual driving, improving the stability of control performance.

[0032] ABS systems primarily use magnetoelectric or Hall effect wheel speed sensors to acquire wheel speed. Magnetoelectric sensors are based on electromagnetic induction; as the wheel rotates, the gap between the tooth tip and the sensor changes, generating an alternating voltage signal whose frequency is proportional to the wheel speed. Hall effect sensors output square wave pulse signals, whose frequency is related to the wheel speed but whose amplitude is stable. The monitored wheel speed signal is filtered (removing high-frequency noise) and shaped (converted to a square wave). If the wheel speed signal is a magnetoelectric signal, it is converted to a square wave through a hysteresis comparator to avoid false triggering due to air gap changes or vibration. If the wheel speed signal is a Hall effect signal, it is directly output as a pulse, and the electronic control unit counts the pulse frequency to calculate the wheel speed. For example, the unsprung acceleration calculated by the anti-lock braking system based on the wheel speed v is as follows: Calculate the wheel speed v: v=(2π×N×R) / (n×Δt) Where Δt represents the sampling time (usually 0.05~0.5s), N represents the pulse count within the time interval Δt; n represents the number of teeth on the gear ring (e.g., 47 teeth); and r represents the wheel radius (e.g., 0.302m).

[0033] Then, differential calculations are performed based on the wheel speeds at adjacent time points to obtain the unsprung acceleration. This unsprung acceleration is the actual value of the acceleration. Based on the desired acceleration and the unsprung acceleration, the first-stage closed-loop control is performed to obtain the first-stage closed-loop control torque. In some embodiments, a first-stage closed-loop control is performed based on the desired acceleration and unsprung acceleration to obtain the first-stage closed-loop control torque, including: The difference between the desired acceleration and the unsprung acceleration is determined as the current error acceleration; Based on the current error, the closed-loop control calculation is accelerated to obtain the first-stage closed-loop control torque.

[0034] In practical implementation, the desired acceleration is the target value of acceleration, and the unsprung acceleration is the actual value of acceleration. The difference between the desired acceleration and the unsprung acceleration is the current error acceleration. The input to the closed-loop control is the error, so the current error acceleration is used as the input to the first-level closed-loop control, based on the preset proportional coefficient. Integral coefficient and differential coefficients Calculate the proportional, derivative, and integral torque terms of the first-stage closed-loop control torque. The proportional torque term is used to respond instantly to the current error, quickly reducing the error between the target and actual values. A larger proportional coefficient results in a faster response, but excessively large coefficients can lead to system oscillations or even instability. Conversely, a smaller proportional coefficient leads to a slower response, and excessively small coefficients can result in steady-state errors. Therefore, the optimal parameter value can be determined experimentally beforehand as the proportional coefficient. The proportional torque term is then P. out = .

[0035] The integral term torque serves to eliminate historical accumulated errors and solve the steady-state error problem that proportional control cannot overcome. A larger integral coefficient results in faster steady-state error elimination, but excessively large coefficients can cause overshoot (output exceeding the target value) and low-frequency oscillations. Therefore, the optimal parameter value can be determined in advance through experiments as the integral coefficient. Thus, the integral term torque is... I out = .

[0036] The function of the differential torque is to predict the trend of error changes, suppress overshoot and oscillation, and improve system stability. A larger differential coefficient results in stronger system damping and reduced overshoot. However, an excessively large differential coefficient can make the differential torque sensitive to noise and potentially amplify high-frequency interference. Therefore, the optimal parameter value can be determined in advance based on experiments as the differential coefficient. Thus, the differential torque is... D out = .

[0037] The first-stage closed-loop control torque is the sum of the integral term torque, the proportional term torque, and the derivative term torque. The calculation formula is:

[0038] The first-level closed-loop control calculates the system deviation (the difference between the setpoint and the actual value) in real time and integrates the outputs of the proportional, integral, and derivative components to achieve precise adjustment of the controlled object. At the same time, unsprung acceleration is introduced as the actual value of acceleration. Since unsprung acceleration is related to factors such as road conditions and vehicle load changes, introducing unsprung acceleration can avoid the influence of factors such as road conditions and vehicle load changes during actual driving, thereby improving the stability of the control effect.

[0039] Step 103: Perform second-stage closed-loop control based on the actuator feedback torque, the first-stage closed-loop control torque, and the feedforward control torque to obtain the second-stage closed-loop control torque.

[0040] In practical implementation, the feedforward control torque is the calculated torque output by the feedforward control, and the first-stage closed-loop control torque is the compensation torque for dynamically correcting the feedforward control torque. Therefore, the sum of the first-stage closed-loop control torque and the feedforward control torque is used as the target value in the second-stage closed-loop control, while the actuator feedback torque is used as the actual value in the second-stage closed-loop control. In other words, the first-stage closed-loop control torque... +Feedforward control torque -Actuator feedback torque The current error torque is determined as the second-level closed-loop control. That is, the current error torque = + - The current torque error is used as input for the second-stage closed-loop torque control.

[0041] The second-stage closed-loop control uses PD closed-loop control, which omits the integral term in PID closed-loop control. The main purpose is to address the negative impacts of the integral term in the second-stage closed-loop control scenario. The integral term has side effects such as integral saturation, overfrequency and oscillation, and noise sensitivity. During the calculation of the integral term, large errors over a long period can lead to excessive accumulation of the integral term, causing system response delays or even loss of control (such as the actuator continuing to integrate even when it reaches its limit).

[0042] Excessive integral strength can slow down system response, exacerbate overshoot, and trigger low-frequency oscillations (such as repeated overshoot in temperature-controlled systems). Integral strength also has a cumulative effect on high-frequency noise, potentially amplifying interference.

[0043] Employing PD closed-loop control avoids integral saturation, preventing recovery delays caused by integral accumulation when the actuator is at its limit positions, thus improving system safety. PD closed-loop control also enhances response speed and stability; the integral term introduces a 90° phase lag, which, when eliminated, results in a faster dynamic response. Without the integral term, the system exhibits stronger damping, significantly reduced overshoot, and effective suppression of oscillations. Furthermore, PD closed-loop control reduces noise sensitivity; the integral term accumulates measurement noise, and eliminating it makes the system more robust to sensor noise. Finally, PD closed-loop control simplifies parameter tuning, requiring only adjustments to the proportional and derivative parameters, avoiding complex optimization of the integral time.

[0044] Since the first-stage closed-loop control has been implemented, the effect of the integral term in eliminating steady-state error has already been reflected in the first-stage closed-loop control. Therefore, the PD closed-loop control of the second-stage closed-loop control is as follows: According to the preset proportional coefficient and differential coefficients Calculate the proportional and derivative torques of the second-stage closed-loop control torque. The proportional torque acts as a real-time response based on the current error magnitude, rapidly reducing the error between the target and actual values. A larger proportional coefficient results in a faster response, but excessively large coefficients can lead to system oscillations or even instability. Conversely, a smaller proportional coefficient results in a slower response, and excessively small coefficients can lead to steady-state errors. Therefore, the optimal parameter value can be determined experimentally beforehand as the proportional coefficient. The proportional torque is then P. out = .

[0045] The function of the differential torque is to predict the trend of error changes, suppress overshoot and oscillation, and improve system stability. A larger differential coefficient results in stronger system damping and reduced overshoot. However, an excessively large differential coefficient can make the differential torque sensitive to noise and potentially amplify high-frequency interference. Therefore, the optimal parameter value can be determined in advance based on experiments as the differential coefficient. Thus, the differential torque is... D out = .

[0046] The second-stage closed-loop control torque is the sum of the proportional term torque and the derivative term torque. The calculation formula is:

[0047] The second-stage closed-loop control calculates the current error torque in real time and integrates the outputs of both the proportional and derivative components to achieve precise adjustment of the controlled object. Based on real-time monitoring data, the torque of the second-stage closed-loop control is dynamically adjusted to ensure accurate conversion from acceleration to torque, better addressing issues of response hysteresis and failure to achieve desired results.

[0048] Step 104: Determine the dead zone adjustment torque based on the second-stage closed-loop control torque and the preset dead zone length, and determine the output torque based on the dead zone adjustment torque and the second-stage closed-loop control torque.

[0049] In practical implementation, a dead zone function is introduced into the second-level closed-loop control. In this second-level closed-loop control, the PD closed-loop control, combined with the dead zone function, implements a nonlinear control strategy. The core objective is to actively compensate when the torque in the second-level closed-loop control is low, avoiding frequent actuator movements, thereby reducing oscillations, lowering energy consumption, and extending system lifespan. The dead zone function is shown below:

[0050] in, D represents the dead-zone adjustment torque, and D represents the dead-zone width. This represents the adjustment coefficient (related to vehicle speed). When the torque in the second-stage closed-loop control is large, dead-zone freezing (output is zero) will not be triggered, so dead-zone compensation is unnecessary. When the torque in the second-stage closed-loop control is small, dead-zone freezing will be triggered, causing the actuator to stop outputting. Therefore, dead-zone compensation is also unnecessary, ensuring the actuator can continue to output, avoiding frequent actuator movements, thereby reducing oscillations, lowering energy consumption, and extending system lifespan. Dead-zone control can improve system response speed, better compensate for nonlinear responses, and enhance the system's adaptability to nonlinear and time-varying characteristics when the controller's system error is small or when feedforward cannot control small torques.

[0051] The final compensated torque after dead-zone compensation is the sum of the second-stage closed-loop control torque and the dead-zone adjustment torque. for:

[0052] The final compensated torque is the compensated value output after closed-loop control with dead zone. This compensated value is then applied to the target value of the second-stage closed-loop control to obtain the final output torque. :

[0053] The output torque is the torque value output by the actuator (motor or engine), thus controlling the torque output. In terms of control performance, a combined control strategy combining torque feedforward with acceleration PID closed-loop control and torque PD closed-loop control with dead-zone compensation improves control accuracy and reduces response delay, effectively enhancing the controller's robustness and improving the system's adaptability to nonlinear and time-varying characteristics. Regarding comfort, precise torque control enhances the driving experience and reduces discomfort caused by acceleration variations. In terms of adaptability, the system can dynamically adjust the output torque, introducing unsprung acceleration to adapt the final output torque to different road surfaces and load conditions, improving vehicle handling performance.

[0054] In summary, the output torque control method provided in this application directly calculates the feedforward control torque corresponding directly to the acceleration during the torque feedforward process. This allows the vehicle to respond to changes in command acceleration almost instantaneously, significantly reducing phase lag caused by feedback control and thus reducing control delay. Any external disturbance during the torque feedforward process will cause the actual acceleration to deviate from the expected value. The first-stage closed-loop control can immediately detect this deviation and output the first-stage closed-loop control to suppress the acceleration deviation, effectively compensating for the calculation error of the feedforward control torque. This reduces the dependence on the accuracy of the vehicle dynamics model, significantly enhancing robustness and improving the accuracy of the target value input in the second-stage closed-loop control, thereby improving the accuracy of the second-stage closed-loop control torque. The existence of a dead zone severely compromises the control accuracy when controlling based on the second-stage closed-loop control torque. By adjusting the dead zone of the second-stage closed-loop control output torque using a dead zone function, the final output torque is obtained. Dead zone control can eliminate the influence of nonlinear dead zones when the controller's system error is small or when the feedforward cannot control small torques, enabling precise torque control of the vehicle at low speeds or even near zero speed.

[0055] By utilizing feedforward to achieve near-zero-delay response and reduce control latency, and employing acceleration closed-loop control to suppress internal and external disturbances, robustness is enhanced and torque control accuracy is improved. Dead-zone compensation overcomes the interference of nonlinear dead zones, ensuring torque control accuracy in low-speed and steady-state scenarios. A series-parallel closed-loop control system combining torque feedforward, acceleration closed-loop control, and dead-zone compensated torque closed-loop control is adopted to dynamically adjust the output torque during driving, thereby achieving a precise and rapid conversion from vehicle longitudinal control acceleration to torque, improving the control accuracy and response speed of the output torque.

[0056] In some embodiments, such as Figure 2As shown, the output torque control method employs a series-parallel closed-loop control architecture combining torque feedforward with acceleration closed-loop control (first-level closed-loop control and second-level closed-loop control) and torque closed-loop control with dead-zone compensation. This architecture is applied to the Advanced Driving Assistance System (ADAS) controller. The ADAS controller is the core processing unit of the vehicle's electronic system, responsible for integrating sensor data, executing algorithmic decisions, and controlling vehicle actuators to achieve active safety and driver assistance functions. Its design goal is to improve driving safety and comfort, laying the foundation for autonomous driving technology. The ADAS controller undertakes the following key tasks: Data fusion: Receiving and processing real-time data from multiple sensors such as cameras, millimeter-wave radar, lidar, ultrasonic sensors, and GPS. Decision analysis: Generating control commands (such as braking, steering, and speed adjustment) through built-in algorithms (e.g., target recognition, path planning, collision risk assessment, and closed-loop control algorithms). Execution coordination: Linking vehicle actuators to achieve active intervention. Vehicle actuators include Adaptive Cruise Control (ACC), Anti-lock Braking System (ABS), Electronic Braking, Electrical Power Steering (EPS), Throttle controller, etc.

[0057] Level 1 closed-loop control: The ADAS controller calculates the desired acceleration using the ACC module. As a desired feedforward, the desired acceleration is converted into torque using vehicle dynamics to obtain the feedforward control torque. At the same time, the expected acceleration calculated by ACC will be... Unsprung acceleration calculated by ABS difference As the input to the first-stage closed-loop control of the PID controller, the dynamically adjusted first-stage closed-loop control torque is calculated. The system dynamically adjusts the acceleration deviation based on real-time monitoring of the vehicle's acceleration, ensuring the accuracy of the torque in the first-stage closed-loop control. The first-stage control adjusts the deviation between the preceding vehicle's acceleration and the vehicle's acceleration, eliminating the need for acceleration-to-torque conversion based on vehicle dynamics. This reduces the computational steps and further improves the accuracy of the calculations (the more computational steps, the greater the accumulated error).

[0058] Second-stage closed-loop control: Torque-based torque feedforward control and the first-stage closed-loop control torque The sum of the values, and the actual feedback torque of the engine. A second-level closed-loop control with dead zone is implemented. The feedforward control and first-level closed-loop control treat the target vehicle and the driver vehicle as two separate points. The adaptive cruise control system calculates the relationship between speed and distance between these two points for closed-loop control. In vehicle longitudinal control, the desired acceleration calculated by the adaptive cruise control system is directly converted into feedforward control torque. The first-level closed-loop control combines the desired acceleration calculated by the adaptive cruise control system with the unsprung acceleration for closed-loop control. The second-level closed-loop control considers the execution status of the driver vehicle's actuators and performs closed-loop control with the chassis actuators to obtain the second-level closed-loop control torque. This is to achieve closed-loop control of the final target quantity (output torque), thereby improving engine response and execution consistency.

[0059] Dead-zone adjustment: The second-stage closed-loop control torque is dynamically adjusted based on real-time monitoring data and the dead-zone function. This yields the final output torque, ensuring accurate conversion from acceleration to torque to address issues of hysteresis and failure to achieve the desired result. Dead-zone control can improve system response speed and better compensate for nonlinear responses when the controller's system error is small or when feedforward cannot control small torques.

[0060] For a series-parallel closed-loop control architecture combining torque feedforward with acceleration closed-loop control (first-stage and second-stage closed-loop control) and torque closed-loop control with dead-zone compensation, the role of torque feedforward is to directly calculate the theoretical torque required by the drive motor based on the desired acceleration and the vehicle dynamics model, providing high-precision, low-latency feedforward control torque. The feedforward control process boasts extremely high dynamic response speed and tracking accuracy. The torque feedforward process directly calculates the precise feedforward control torque corresponding directly to the acceleration, enabling the vehicle to respond almost instantaneously to changes in command acceleration, greatly reducing the phase lag caused by feedback control and thus reducing control delay. The feedforward control, as the inner loop of the entire control architecture, has the highest bandwidth and is mainly responsible for quickly and accurately outputting the feedforward control torque. The acceleration closed-loop control, as the outer loop, has the next highest bandwidth and is mainly responsible for correcting dynamic errors. The cascade structure between the two avoids overloading a single loop, resulting in an overall response much faster than a single position or velocity loop, reducing the delay in converting acceleration into torque.

[0061] Acceleration closed-loop control provides extremely strong anti-interference capability and high robustness. Since any external disturbance during the torque feedforward process will cause the actual acceleration to deviate from the expected value, the first-stage closed-loop control can immediately detect this deviation and output the first-stage closed-loop control to suppress the acceleration deviation, reducing the sensitivity of the overall control framework to external disturbances. It effectively compensates for the calculation error of the feedforward control torque, thereby reducing the dependence on the accuracy of the vehicle dynamics model. The robustness is significantly enhanced, improving the accuracy of the target value input in the second-stage closed-loop control, and thus improving the accuracy of the second-stage closed-loop control torque.

[0062] Dead-zone compensated torque closed-loop control effectively overcomes system nonlinearity, achieving smooth and precise low-speed control. Static friction and dead zone are the biggest factors affecting control system performance, especially low-speed control. They cause start-up delays and "stick-slip" phenomena during low-speed crawling, severely compromising control accuracy. In other words, the existence of dead zone significantly impairs control accuracy when based on the torque of the second-stage closed-loop control. By adjusting the dead zone of the second-stage closed-loop control torque output through a dead-zone function and by adding an additional compensation amount to the second-stage closed-loop control torque, static friction can be pre-countered, allowing torque output devices (such as motors) to start smoothly and operate at low speeds, eliminating the effects of nonlinear dead zone. This enables precise force and position control even at extremely low speeds or near zero speed. Therefore, dead-zone control can eliminate the effects of nonlinear dead zone when the controller's system error is small or when feedforward cannot control small torques, enabling precise torque control of the vehicle even at low speeds or near zero speed.

[0063] The series-parallel closed-loop control architecture provided in this application combines torque feedforward with acceleration closed-loop control (first-stage and second-stage closed-loop control) and torque closed-loop control with dead-zone compensation. The final output is torque, not position or velocity as in related technologies. This makes it very convenient to build torque control systems (directly controlling torque interacting with the environment) using this series-parallel closed-loop control architecture. The architecture utilizes feedforward to achieve near-zero-delay response, reducing control latency; acceleration closed-loop control suppresses internal and external disturbances, enhancing robustness and improving torque control accuracy; and dead-zone compensation overcomes the interference of nonlinear dead zones, ensuring torque control accuracy in low-speed and steady-state scenarios. Therefore, the series-parallel closed-loop control architecture can dynamically adjust the output torque during driving, thereby achieving a precise and rapid conversion from vehicle longitudinal control acceleration to torque, improving the control accuracy and response speed of the output torque.

[0064] In some embodiments, such as Figure 3 As shown, the second-stage closed-loop control is performed based on the actuator feedback torque, the first-stage closed-loop control torque, and the feedforward control torque to obtain the second-stage closed-loop control torque, which includes: Step 301: Determine the sum of the first-stage closed-loop control torque and the feedforward control torque as the initial output torque.

[0065] In practice, the feedforward control torque is the target value calculated based on the vehicle dynamics model and the desired acceleration. The first-stage closed-loop control torque is the compensation value obtained by closed-loop control calculation based on the acceleration difference between the desired acceleration and the unsprung acceleration. The compensation value is applied to the target value to obtain the final output value. The sum of the first-stage closed-loop control torque and the feedforward control torque is the final output value. Therefore, the sum of the first-stage closed-loop control torque and the feedforward control torque is determined as the initial output torque and used as the target value for the second-stage closed-loop control.

[0066] Step 302: Determine the difference between the initial output torque and the actuator feedback torque as the current error torque.

[0067] In practical implementation, after setting the initial output torque as the target value, it is necessary to further determine the actual value of the second-level closed-loop control. At this point, the actuator feedback torque (engine feedback torque or motor feedback torque) is used to determine the actual value of the actuator torque output. The input of the closed-loop control is the difference between the target value and the actual value. Therefore, the difference between the initial output torque and the actuator feedback torque is determined as the current error torque and used as the input of the second-level closed-loop control. That is, the first-level closed-loop control torque... +Feedforward control torque -Actuator feedback torque The current error torque is determined as the second-level closed-loop control. That is, the current error torque = + - The current torque error is used as input for the second-stage closed-loop torque control.

[0068] Step 303: Perform closed-loop control calculations based on the current error torque to obtain the second-level closed-loop control torque.

[0069] In practical implementation, since the first-stage closed-loop control has already eliminated steady-state error, the integral term's role in eliminating steady-state error is already reflected in this first-stage closed-loop control. Therefore, the second-stage closed-loop control employs PD (Positive Delay) control. Using PD control avoids integral saturation, preventing recovery delays caused by integral accumulation when the actuator is at its limit positions, thus improving system safety. PD control also improves response speed and stability; the integral term introduces a 90° phase lag, which, when eliminated, results in a faster dynamic response. Without the integral term, the system damping is stronger, overshoot is significantly reduced, and oscillations are effectively suppressed. After determining the current error torque, the proportional term torque is calculated based on the current error torque and the proportional parameters in the second-stage closed-loop control. The differential term torque is then calculated based on the current error torque and the differential parameters in the second-stage closed-loop control. The sum of the differential term torque and the proportional term torque is determined as the second-stage closed-loop control torque.

[0070] The algorithm uses feedforward control torque, first-stage closed-loop control torque, and actuator feedback torque as inputs to a PD closed-loop control algorithm with dead zone. The feedforward control torque and first-stage closed-loop control torque treat the target vehicle and the driver vehicle as two separate points. The adaptive cruise control system calculates the relationship between speed and distance between these two points for closed-loop control. In the longitudinal direction of the vehicle, the acceleration calculated by the adaptive cruise control system is used as the feedforward torque. The first-stage closed-loop control combines the acceleration calculated by the adaptive cruise control system with the driver vehicle's acceleration for closed-loop control. The feedforward control torque and the first-stage closed-loop control torque serve as inputs to the second-stage closed-loop control. The second-stage closed-loop control considers the execution status of the driver vehicle's actuators, forming a closed-loop control between the desired torque and the actuator (engine or motor) feedback torque. This achieves the purpose of adjusting the actuator (engine or motor) response and execution, improving response speed while ensuring torque accuracy. The second-stage closed-loop control torque is correlated with vehicle load and road conditions to ensure torque control precision.

[0071] In some embodiments, such as Figure 4 As shown, the dead-zone adjustment torque is determined based on the second-stage closed-loop control torque and the preset dead-zone length, including: Step 401: In response to the second-stage closed-loop control torque being less than the dead zone length, the absolute value of the difference between the second-stage closed-loop control torque and the dead zone length is determined as the reference adjustment torque.

[0072] In practice, since the first-level closed-loop control has already compensated and corrected the target value once, it already has a high level of accuracy. Therefore, the correction amount in the second-level closed-loop control may be relatively small, resulting in a relatively small torque in the second-level closed-loop control. This may trigger dead zone freezing, that is, when the torque of the second-level closed-loop control is less than the dead zone width, the output may be zero. Only when the torque of the second-level closed-loop control is greater than or equal to the dead zone width will the calculated value of the torque of the second-level closed-loop control be output, which will make the second-level closed-loop control ineffective and slow down the response speed of the entire system.

[0073] Therefore, when the second-stage closed-loop control torque is less than the dead zone length, dead zone compensation is required. The absolute value of the difference between the second-stage closed-loop control torque and the dead zone length is determined as the reference adjustment torque, which is also the minimum amount to be compensated.

[0074] Step 402: Correct the reference adjustment torque according to the current vehicle speed to obtain the dead zone adjustment torque.

[0075] In practice, after determining the baseline amount of dead zone compensation, the segmentation of the dead zone function is determined by comparing the second-level closed-loop control torque and the dead zone width (also known as dead zone bandwidth). Since the compensation value for dead zone compensation is different under different conditions, the baseline amount is corrected by dead zone adjustment so that the final dead zone adjustment torque is related to the current vehicle state, thus ensuring the accuracy of dead zone compensation.

[0076] In some embodiments, such as Figure 5 As shown, the dead-zone adjustment torque is obtained by correcting the reference adjustment torque based on the current vehicle speed, including: The dead zone adjustment parameters are determined based on the relationship between the current vehicle speed and the preset vehicle speed parameters; The dead-zone adjustment torque is determined by multiplying the reference adjustment torque and the dead-zone adjustment parameter.

[0077] In practice, the degree of dead zone compensation varies with vehicle speed. Therefore, a dead zone adjustment parameter associated with the current vehicle speed is used to determine the amount of dead zone adjustment. Since vehicle speed is dynamic, a preset vehicle speed parameter relationship is used to determine the dead zone adjustment parameter corresponding to the current vehicle speed. This allows for dynamic calibration of the dead-zone adjustment parameters, ensuring that dead-zone adjustment corresponds to the vehicle's speed in real time, thereby improving system response speed and better compensating for nonlinear responses. The reference adjustment torque is the base value for dead-zone compensation, and the dead-zone adjustment parameter is the correction ratio to the base value. Therefore, the product of the reference adjustment torque and the dead-zone adjustment parameter is determined as the dead-zone adjustment torque. This is the second-stage closed-loop control torque. Less than dead zone length At that time, the dead-zone adjustment torque is:

[0078] The second-stage closed-loop control torque is compensated to be greater than or equal to the dead zone width by adjusting the dead zone torque to avoid zero output value and to make up for nonlinear response.

[0079] In some embodiments, determining the dead-zone adjustment torque based on the second-stage closed-loop control torque and a preset dead-zone length includes: In response to the second-stage closed-loop control torque being greater than or equal to the dead zone length, the zero value is determined as the dead zone adjustment torque.

[0080] In practice, when the second-level closed-loop control torque is greater than or equal to the dead zone length, the second-level closed-loop control torque will not trigger dead zone freezing, and there is no need to perform dead zone compensation. Therefore, the zero value is determined as the dead zone adjustment torque.

[0081] The dead zone compensation for the two cases where the second-stage closed-loop control torque is greater than or equal to the dead zone length and the second-stage closed-loop control torque is less than the dead zone length constitutes the dead zone function, which is a piecewise function.

[0082] In some embodiments, such as Figure 6 As shown, the feedforward control torque is determined based on the vehicle dynamics model and the desired acceleration, including: Step 601: Determine the calculated vehicle mass based on the actual vehicle mass and the preset vehicle rotational mass conversion factor.

[0083] In practical implementation, vehicle quality It cannot be directly applied to the calculation process, so it needs to be based on the preset vehicle rotational mass conversion factor. Convert the vehicle mass, that is, convert the vehicle mass Conversion factor for vehicle rotational mass The product is determined as the calculated vehicle mass used for dynamic calculations.

[0084] Step 602: Determine the acceleration resistance based on the calculated vehicle mass and desired acceleration.

[0085] In specific implementation, according to Newton's second law, given the desired acceleration... After calculating the vehicle's mass, the acceleration resistance The calculation process is as follows:

[0086] Step 603: Determine the feedforward control torque based on the acceleration resistance and vehicle dynamics model.

[0087] In some implementations, the feedforward control torque is determined based on acceleration drag and vehicle dynamics models, including: The first dynamic model between resistance and driving force is determined based on driving resistance, slope resistance, and acceleration resistance. A second dynamic model is determined based on the feedforward control torque and wheel radius to determine the relationship between torque and driving force. The feedforward control torque is determined based on the first and second dynamic models.

[0088] In practical implementation, the first dynamic model is:

[0089] in, To demonstrate the driving force, For rolling resistance; For air resistance; For ramp resistance; To increase resistance.

[0090] The second dynamic model is:

[0091] in, is the feedforward control torque; r is the tire radius.

[0092] By combining the first and second dynamic models, the formula for calculating the feedforward control torque is obtained: =

[0093] Optionally, the formula for calculating rolling resistance is:

[0094] in, This is the rolling resistance coefficient; Where is the vehicle mass (kg); g is the acceleration due to gravity (9.81 m / s²). The slope angle is (cosθ=1 for a horizontal road surface).

[0095] The formula for calculating air resistance is:

[0096] in, This indicates air density (standard value 1.225 kg / m³, adjusted according to temperature and humidity). Indicates the air drag coefficient; Indicates the vehicle's frontal area; This indicates relative air speed.

[0097] The formula for calculating ramp resistance is:

[0098] in, Slope angle (for horizontal road surfaces) θ=0).

[0099] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0100] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0101] Based on the same inventive concept, and corresponding to any of the above embodiments, this application also provides an advanced driver assistance system controller.

[0102] refer to Figure 7 The advanced driver assistance system controller includes: The feedforward control module 10 is configured to: acquire the desired acceleration and determine the feedforward control torque based on the vehicle dynamics model and the desired acceleration; The first closed-loop module 20 is configured to: acquire unsprung acceleration, perform first-stage closed-loop control based on the desired acceleration and unsprung acceleration, and obtain the first-stage closed-loop control torque; The second closed-loop module 30 is configured to perform second-level closed-loop control based on the actuator feedback torque, the first-level closed-loop control torque, and the feedforward control torque to obtain the second-level closed-loop control torque. The dead zone compensation module 40 is configured to: determine the dead zone adjustment torque based on the second-stage closed-loop control torque and the preset dead zone length, and determine the output torque based on the dead zone adjustment torque and the second-stage closed-loop control torque.

[0103] Optionally, the second closed-loop module 30 is also configured as follows: The sum of the first-stage closed-loop control torque and the feedforward control torque is determined as the initial output torque; The difference between the initial output torque and the actuator feedback torque is determined as the current error torque; The second-level closed-loop control torque is obtained by performing closed-loop control calculations based on the current error torque.

[0104] Optionally, the dead-time compensation module 40 is also configured as follows: In response to the second-stage closed-loop control torque being less than the dead zone length, the absolute value of the difference between the second-stage closed-loop control torque and the dead zone length is determined as the reference adjustment torque. The dead zone adjustment torque is obtained by correcting the reference adjustment torque based on the current vehicle speed.

[0105] Optionally, the dead-time compensation module 40 is also configured as follows: The dead zone adjustment parameters are determined based on the relationship between the current vehicle speed and the preset vehicle speed parameters; The dead-zone adjustment torque is determined by multiplying the reference adjustment torque and the dead-zone adjustment parameter.

[0106] Optionally, the dead-time compensation module 40 is also configured as follows: In response to the second-stage closed-loop control torque being greater than or equal to the dead zone length, the zero value is determined as the dead zone adjustment torque.

[0107] Optionally, the first closed-loop module 20 is configured as follows: The difference between the desired acceleration and the unsprung acceleration is determined as the current error acceleration; Based on the current error, the closed-loop control calculation is accelerated to obtain the first-stage closed-loop control torque.

[0108] Optionally, the feedforward control module 10 is also configured to: The calculated vehicle mass is determined based on the actual vehicle mass and the preset vehicle rotational mass conversion factor. Acceleration resistance is determined based on calculated vehicle mass and desired acceleration. The feedforward control torque is determined based on acceleration resistance and vehicle dynamics model.

[0109] Optionally, the feedforward control module 10 is also configured to: The first dynamic model between resistance and driving force is determined based on driving resistance, slope resistance, and acceleration resistance. A second dynamic model is determined based on the feedforward control torque and wheel radius to determine the relationship between torque and driving force. The feedforward control torque is determined based on the first and second dynamic models.

[0110] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0111] The apparatus of the above embodiments is used to implement the corresponding output torque control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0112] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the output torque control method described in any of the above embodiments.

[0113] Figure 8 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0114] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0115] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0116] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0117] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0118] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0119] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0120] The electronic devices described above are used to implement the corresponding output torque control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0121] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the output torque control method as described in any of the above embodiments.

[0122] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0123] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the output torque control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0124] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle, including the electronic device or advanced driver assistance system controller of the above embodiments, and executes the output torque control method as described in any of the above embodiments through the electronic device or advanced driver assistance system controller of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0125] It is understood that before using the technical solutions of the various embodiments in this application, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0126] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations described in this application.

[0127] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0128] It is understood that the above notification and user authorization process is merely illustrative and does not limit the implementation of this application. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this application.

[0129] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0130] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0131] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0132] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. An output torque control method, characterized in that, include: Obtain the desired acceleration and determine the feedforward control torque based on the vehicle dynamics model and the desired acceleration; The unsprung acceleration is obtained, and a first-stage closed-loop control is performed based on the desired acceleration and the unsprung acceleration to obtain the first-stage closed-loop control torque. The second-level closed-loop control torque is obtained by performing the actuator feedback torque, the first-level closed-loop control torque, and the feedforward control torque. The dead zone adjustment torque is determined based on the second-stage closed-loop control torque and the preset dead zone length, and the output torque is determined based on the dead zone adjustment torque and the second-stage closed-loop control torque.

2. The output torque control method according to claim 1, characterized in that, The second-level closed-loop control, based on the actuator feedback torque, the first-level closed-loop control torque, and the feedforward control torque, is performed to obtain the second-level closed-loop control torque, including: The sum of the first-stage closed-loop control torque and the feedforward control torque is determined as the initial output torque; The difference between the initial output torque and the actuator feedback torque is determined as the current error torque; The second-level closed-loop control torque is obtained by performing closed-loop control calculations based on the current error torque.

3. The output torque control method according to claim 1, characterized in that, The step of determining the dead-zone adjustment torque based on the second-stage closed-loop control torque and the preset dead-zone length includes: In response to the second-stage closed-loop control torque being less than the dead zone length, the absolute value of the difference between the second-stage closed-loop control torque and the dead zone length is determined as the reference adjustment torque; The dead zone adjustment torque is obtained by correcting the reference adjustment torque based on the current vehicle speed.

4. The output torque control method according to claim 3, characterized in that, The step of correcting the reference adjustment torque based on the current vehicle speed to obtain the dead-zone adjustment torque includes: The dead zone adjustment parameters are determined based on the relationship between the current vehicle speed and the preset vehicle speed parameters; The dead-zone adjustment torque is determined by multiplying the reference adjustment torque and the dead-zone adjustment parameter.

5. The output torque control method according to claim 1, characterized in that, The step of determining the dead-zone adjustment torque based on the second-stage closed-loop control torque and the preset dead-zone length includes: In response to the second-stage closed-loop control torque being greater than or equal to the dead zone length, the zero value is determined as the dead zone adjustment torque.

6. The output torque control method according to claim 1, characterized in that, The first-stage closed-loop control based on the desired acceleration and the unsprung acceleration to obtain the first-stage closed-loop control torque includes: The difference between the desired acceleration and the unsprung acceleration is determined as the current error acceleration; Based on the current error acceleration, closed-loop control calculations are performed to obtain the first-stage closed-loop control torque.

7. The output torque control method according to claim 1, characterized in that, The determination of the feedforward control torque based on the vehicle dynamics model and the desired acceleration includes: The calculated vehicle mass is determined based on the actual vehicle mass and the preset vehicle rotational mass conversion factor. The acceleration resistance is determined based on the calculated vehicle mass and the desired acceleration. The feedforward control torque is determined based on the acceleration resistance and the vehicle dynamics model.

8. The output torque control method according to claim 7, characterized in that, Determining the feedforward control torque based on the acceleration resistance and the vehicle dynamics model includes: A first dynamic model is determined based on driving resistance, gradient resistance, and acceleration resistance; A second dynamic model between torque and driving force is determined based on the feedforward control torque and wheel radius; The feedforward control torque is determined based on the first dynamic model and the second dynamic model.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Including the electronic device as described in claim 9.

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