Vehicle auxiliary driving torque limiting method, device and equipment and storage medium

Abstract

The invention discloses a vehicle auxiliary driving torque limiting method, device and equipment and a storage medium, and relates to the technical field of torque limiting, and the method comprises the steps that target prediction time is determined according to the current working condition; when the whole vehicle function system cannot continuously provide the auxiliary driving demand power after the target prediction time under the normal working condition, the comprehensive power of the vehicle after the target prediction time under the current working condition is obtained; and the torque of the vehicle is limited through the comprehensive power within the target prediction time. The condition that the whole vehicle function system cannot continuously provide the auxiliary driving demand power after the target prediction time under the normal working condition is predicted in advance, so that the comprehensive power is determined in advance, the torque is limited in advance through the comprehensive power in the auxiliary driving process, the torque is smoothly reduced in a non-inductive mode under different working conditions, and the driving quality is improved. Dangerous conditions are avoided, and the smoothness during auxiliary driving is improved.

Description

Technical Field

[0001] This application relates to the field of torque limiting technology, and in particular to methods, devices, equipment and storage media for limiting torque in vehicle assisted driving. Background Technology

[0002] If the vehicle's available power suddenly drops during assisted driving overtaking, it will cause a sudden drop in the torque limit from the VCM (Vehicle Control Module) to the AD controller (Active Dynamic Control Unit).

[0003] If AD is requesting high torque for overtaking at this time, it may cause the overtaking to fail and lead to danger. Summary of the Invention

[0004] The main objective of this application is to provide a method, device, equipment, and storage medium for limiting torque in assisted driving of a vehicle, which aims to solve the technical problem of sudden drop in vehicle power during assisted driving overtaking, causing overtaking failure and danger.

[0005] To achieve the above objectives, this application proposes a vehicle assisted driving torque limiting method, which includes: Determine the target prediction time based on the current operating conditions; When the vehicle's functional system is unable to continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the comprehensive power of the vehicle under the current operating conditions after the target prediction time is obtained. The vehicle's torque is limited by the combined power within the target prediction time.

[0006] In one embodiment, before the step of obtaining the combined power of the current operating condition after the target prediction time when the vehicle functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the method further includes: Obtain the current battery discharge power table and battery discharge duration under the current operating conditions; The target discharge duration is determined based on the current battery discharge power table. When the sum of the battery's continuous discharge time and the target predicted time is greater than or equal to the target discharge duration, it is determined that under normal operating conditions, the vehicle's functional system cannot continuously provide the power required for assisted driving after the target predicted time.

[0007] In one embodiment, before the step of obtaining the combined power of the current operating condition after the target prediction time when the vehicle functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the method includes: Obtain the engine start status, current fuel level, and fuel consumption rate under the current operating conditions; When the engine is running and the current fuel level decreases monotonically with the fuel consumption rate within a historical preset period, the predicted fuel level after the target prediction time is calculated based on the current fuel level, the fuel consumption rate, and the target prediction time. When the predicted fuel level is less than or equal to a preset fuel level threshold, it is determined that the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions.

[0008] In one embodiment, before the step of obtaining the combined power of the current operating condition after the target prediction time when the vehicle functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the method includes: When the engine is in an unstarted state, the current SOC and SOC consumption rate are obtained. When the current SOC decreases monotonically with the SOC consumption rate within a historical preset period, the predicted SOC after the prediction time is calculated based on the current SOC, the SOC consumption rate, and the target prediction time. When the predicted SOC is less than or equal to a preset SOC threshold, it is determined that the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions.

[0009] In one embodiment, the step of obtaining the overall power of the vehicle under current operating conditions after the target prediction time when the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions includes: When the vehicle's functional system is unable to continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the available power of the battery pack corresponding to the discharge power table switched by the current battery after the target prediction time is determined according to the current operating conditions. The generator power corresponding to the target prediction time is determined based on the engine start status. The combined power of the vehicle under current operating conditions after the target prediction time is determined based on the available power of the battery pack and the power corresponding to the engine.

[0010] In one embodiment, the step of determining the generator power corresponding to the target predicted time based on the engine start-up status includes: When the engine is not started in the engine start state, the power consumption required for the engine to start after the target predicted time is determined according to the current operating conditions. The power consumed is taken as the power corresponding to the generator.

[0011] In one embodiment, the step of determining the generator power corresponding to the target predicted time based on the engine start-up status includes: When the engine is in the starting state, the battery power generation power when the fuel level reaches the preset fuel level threshold at the target predicted time is determined according to the current operating conditions. The power generated by the battery is used as the power of the generator.

[0012] In one embodiment, the step of determining the target prediction time based on the current operating conditions includes: Navigation data and weather information are obtained based on the current operating conditions; The road condition coefficient is determined based on the navigation data, and the weather coefficient is determined based on the weather information; Obtain the adjustment coefficients and reference time corresponding to the filter coefficients; The target predicted time is obtained by adjusting the base time based on the road condition coefficient, the weather coefficient, and the adjustment coefficient.

[0013] In one embodiment, the step of limiting the vehicle's torque using the combined power within the target prediction time includes: Calculate the target limiting torque based on the current motor speed and the overall power; Within the target prediction time, the vehicle's current torque is reduced to the target limit torque.

[0014] In one embodiment, the step of reducing the vehicle's current torque to the target limiting torque within the target prediction time includes: Obtain the filter coefficients; The target limiting torque is filtered according to the filtering coefficient to obtain the filtered target limiting torque; Within the target prediction time, the vehicle's current torque is reduced to the filtered target limit torque.

[0015] In one embodiment, the step of obtaining the filter coefficients includes: Acquire historical torque request data within a preset sampling period and sampling interval; The cutoff frequency is calculated based on the preset sampling period, the sampling interval, and the historical torque request data; The filter coefficients are calculated using the cutoff frequency and the sampling interval.

[0016] Furthermore, to achieve the above objectives, this application also proposes a vehicle driving assistance torque limiting device, which includes: The determination module is used to determine the target prediction time based on the current working conditions; The acquisition module is used to acquire the overall power of the vehicle under the current operating conditions after the target prediction time when the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions. A limiting module is used to limit the torque of the vehicle by the combined power within the target prediction time.

[0017] In addition, to achieve the above objectives, this application also proposes a vehicle assisted driving torque limiting device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle assisted driving torque limiting method as described above.

[0018] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the vehicle assisted driving torque limiting method described above.

[0019] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the vehicle assisted driving torque limiting method described above.

[0020] This application proposes one or more technical solutions that determine a target prediction time based on the current operating conditions; when the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the application obtains the vehicle's comprehensive power after the target prediction time under the current operating conditions; and limits the vehicle's torque using the comprehensive power within the target prediction time. By predicting in advance that the vehicle's functional system will be unable to continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the comprehensive power is determined in advance. This allows for the early limitation of torque during assisted driving, resulting in a smooth and imperceptible decrease in torque under different operating conditions, avoiding dangerous situations and improving the smoothness of assisted driving. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0022] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart illustrating an embodiment of the vehicle assisted driving torque limiting method of this application. Figure 2 This is a flowchart illustrating Embodiment 2 of the vehicle assisted driving torque limiting method of this application; Figure 3 This is a schematic diagram of the three-level energy cell power switching of a battery pack provided in an embodiment of the vehicle assisted driving torque limiting method of this application; Figure 4 This is a flowchart illustrating Embodiment 3 of the vehicle assisted driving torque limiting method of this application; Figure 5 This is a flowchart illustrating Embodiment 4 of the vehicle assisted driving torque limiting method of this application; Figure 6 This is a schematic diagram illustrating the process of limiting vehicle torque based on comprehensive power, provided for an embodiment of the vehicle assisted driving torque limiting method of this application; Figure 7 This is a flowchart illustrating how, under normal operating conditions, the vehicle's functional system determines the overall power after the target prediction time based on the current operating conditions when it is unable to continuously provide the power required for assisted driving after the target prediction time, according to an embodiment of the vehicle assisted driving torque limiting method of this application. Figure 8 This is a flowchart illustrating Embodiment 5 of the vehicle assisted driving torque limiting method of this application; Figure 9 This is a schematic flowchart illustrating the filtering of the target limiting torque, provided for an embodiment of the vehicle assisted driving torque limiting method of this application; Figure 10 A schematic diagram comparing torque limits before and after the introduction of time prediction in an embodiment of the vehicle assisted driving torque limiting method of this application; Figure 11 This is a schematic diagram of the module structure of the vehicle assisted driving torque limiting device according to an embodiment of this application; Figure 12 This is a schematic diagram of the device structure of the hardware operating environment involved in the vehicle assisted driving torque limiting method in the embodiments of this application.

[0024] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0025] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0026] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0027] The main solution of this application embodiment is: to determine the target prediction time based on the current operating conditions; when the vehicle function system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, to obtain the comprehensive power of the vehicle under the current operating conditions after the target prediction time; and to limit the torque of the vehicle by means of the comprehensive power within the target prediction time.

[0028] Because existing technologies cannot predict potential power drops during assisted driving under complex and changing operating conditions, they struggle to appropriately limit vehicle torque at the right time. Under normal operating conditions, when the vehicle's systems cannot continuously provide the power required for assisted driving after the target prediction time, existing technologies also cannot accurately obtain the vehicle's overall power after that prediction time. This results in insufficient precision in limiting vehicle torque, impacting the safety and stability of assisted driving.

[0029] This application provides a solution that, through a specific vehicle assisted driving torque limiting method, predicts in advance the time when the normal available power changes, and can reasonably adjust the torque limit before the vehicle's available power changes, avoiding sudden drops in torque limit and ensuring the safety and stability of the vehicle during assisted driving.

[0030] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device capable of performing the above functions, such as a vehicle assisted driving torque limiting device. The following description uses a vehicle assisted driving torque limiting device as an example to illustrate this embodiment and the subsequent embodiments.

[0031] Based on this, the embodiments of this application provide a method for limiting torque in vehicle assisted driving, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the vehicle assisted driving torque limiting method of this application.

[0032] In this embodiment, the vehicle assisted driving torque limiting method includes steps S10~S30: Step S10: Determine the target prediction time based on the current working conditions.

[0033] It should be noted that the target prediction time is a time that is dynamically adjusted based on the current operating conditions of the vehicle. The target prediction time is used to predict whether the vehicle's functional system can continuously provide the power required for assisted driving during the subsequent target prediction time period.

[0034] The current operating conditions encompass a variety of factors affecting vehicle power output, such as road conditions (including congested city roads, highways, and mountain roads, which place different loads on the engine and battery); weather conditions (extreme weather such as high temperatures, low temperatures, and heavy rain can affect vehicle cooling and battery performance); and the vehicle's own condition (including remaining battery charge, engine status, and fuel level). By integrating this information, the target prediction time can be determined more accurately, allowing for advance preparation for torque limiting.

[0035] The main application scenario of this embodiment is the use of assisted driving in vehicles. During the use of assisted driving, the target prediction time is calculated in advance to determine whether there is a sudden drop in vehicle power after the target prediction time.

[0036] In one feasible implementation, step S10 may include steps A11 to A14: Step A11: Obtain navigation data and weather information based on the current operating conditions; Understandably, navigation data and weather information can be obtained based on the vehicle's current operating conditions. The navigation information can be used to determine whether the road is on a highway, and the weather information can be used to determine whether it is raining.

[0037] Step A12: Determine the road condition coefficient based on the navigation data, and determine the weather coefficient based on the weather information; After determining the specific road conditions using navigation data, the corresponding road condition coefficient A2 can be determined. Different road conditions correspond to different road condition coefficients, with a larger road condition coefficient A2 for highways. After determining the specific weather using weather information, different weather coefficients A3 can be switched, with a larger weather coefficient A3 for rainy days.

[0038] Step A13: Obtain the adjustment coefficients and reference time corresponding to the filter coefficients; There is a corresponding relationship between the filtering coefficient and the adjustment coefficient. A table of the correspondence between the filtering coefficient and the adjustment coefficient can be established in advance. The larger the filtering coefficient, the smaller the corresponding adjustment coefficient A1. Thus, the corresponding adjustment coefficient A1 can be determined based on the current filtering coefficient. The reference time T0 can be set according to the requirements, such as 3s, 5s, etc. This embodiment takes 5s as an example for explanation.

[0039] Step A14: Adjust the base time according to the road condition coefficient, the weather coefficient, and the adjustment coefficient to obtain the target predicted time.

[0040] The base time T0 can be adjusted using road condition coefficients, weather coefficients, and adjustment coefficients. The target predicted time is calculated as follows: T=T0*A1*A2*A3 By combining various factors under the current operating conditions, the target prediction time is dynamically adjusted to make the target prediction time T longer in high-speed and rainy weather, and to adjust the power drop earlier, because the power drop is more dangerous when the assisted driving requests high torque in these two operating conditions.

[0041] Step S20: When the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, obtain the comprehensive power of the vehicle under the current operating conditions after the target prediction time.

[0042] After determining the target prediction time, it is necessary to continuously monitor the power supply of the vehicle's functional systems after the target prediction time. If it is determined that the vehicle's functional systems cannot continuously provide the power required for assisted driving under normal operating conditions after the target prediction time, the overall power of the vehicle under the current operating conditions after the target prediction time must be obtained. This overall power is obtained by comprehensively considering factors such as the available power of the vehicle's battery and the output power of the engine after the target prediction time. For example, if the engine's power may decrease due to insufficient fuel after the target prediction time, and the battery's charge may also decrease due to prolonged use, then the overall power needs to be accurately calculated based on these actual conditions to provide an accurate basis for subsequent torque limiting.

[0043] Under normal operating conditions, situations where the vehicle's functional systems cannot continuously provide the power required for assisted driving after the target predicted time include three power drop scenarios in hybrid vehicles: engine start-up, fuel level reaching the minimum fuel threshold, and battery pack power cut-off. The available power sent from the battery pack to the VCM is a dynamic power; that is, when the battery pack continuously discharges at its maximum discharge power for 10 seconds, this dynamic power will switch to a smaller dynamic power for 30 seconds, and the same applies from 30 seconds to 60 seconds. During engine start-up, the alternator consumes the battery pack's power, and since the start-up process is very short, this can also cause a power drop. If there is no fuel during engine start-up, the engine will shut off, at which point the alternator's power output will drop sharply.

[0044] If it is determined that the vehicle's functional system can continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, it means that there will be no sudden drop in power after the target prediction time, so there is no need to limit the vehicle's torque in advance.

[0045] If it is determined that the vehicle's functional systems cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, it indicates that a power drop will occur after the target prediction time. In this case, it is necessary to limit the vehicle's torque in advance and pre-adjust the power to the predicted value after the drop to avoid a sudden loss of power that could lead to danger after the target prediction time. Therefore, the vehicle's comprehensive power after the target prediction time under the current operating conditions can be obtained. The comprehensive power may include the dynamic power after the battery pack is switched off after the target prediction time and the generator power, which can be comprehensively calculated in conjunction with the specific operating conditions.

[0046] Step S30: Limit the vehicle's torque using the combined power within the target prediction time.

[0047] After obtaining the overall power, the vehicle's torque is limited based on this power within the target prediction time. The purpose of this step is to ensure that, even if the vehicle's available power changes during assisted driving, the torque decreases smoothly and imperceptibly, avoiding dangerous situations such as overtaking failures due to sudden torque drops. For example, the target torque limit is calculated based on factors such as the overall power and the current motor speed. Then, within the target prediction time, the vehicle's current torque is gradually reduced to the target torque limit. Furthermore, filtering and other techniques are used during the reduction process to make the torque decrease smoother, improving the smoothness of assisted driving.

[0048] This embodiment provides a method for limiting torque in vehicle assisted driving. A target prediction time is determined based on the current operating conditions. When the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the comprehensive power of the vehicle under the current operating conditions after the target prediction time is obtained. The vehicle's torque is then limited using the comprehensive power within the target prediction time. By predicting in advance the situation where the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the comprehensive power is determined in advance. This allows for early torque limitation during assisted driving, resulting in a smooth and imperceptible decrease in torque under different operating conditions, preventing dangerous situations and improving the smoothness of assisted driving.

[0049] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 2 Before step S20, the vehicle assisted driving torque limiting method further includes steps S11 to S13: Step S11: Obtain the current battery discharge power table and battery discharge duration under the current operating conditions.

[0050] Understandably, the system can obtain the battery's discharge power table under the current operating conditions. This table includes 10-second, 30-second, and 60-second discharge power tables. It can also determine whether the current dynamic available power of the battery pack is the maximum available power for the 10-second period or the maximum available power for the 30-second period, thus determining the current discharge power table the battery is in. For example, if the current dynamic available power of the battery pack is the maximum available power for the 10-second period, then the current battery is in the 10-second discharge power table. The battery's continuous discharge time is the time the battery pack discharges within the specified discharge power table. For example, the continuous discharge time is 5 seconds of discharge within the 10-second discharge power table.

[0051] Step S12: Determine the target discharge duration based on the current battery discharge power table.

[0052] In practice, the target discharge time can be determined based on the current discharge power meter of the battery. The target discharge time is the total discharge time of the battery corresponding to the discharge power meter. For example, the target discharge time of a 10s discharge power meter is 10s, the target discharge time of a 30s discharge power meter is 30s, and the target discharge time of a 60s discharge power meter is 60s.

[0053] Step S13: When the sum of the battery's continuous discharge time and the target predicted time is greater than or equal to the target discharge duration, it is determined that under normal operating conditions, the vehicle's functional system cannot continuously provide the power required for assisted driving after the target predicted time.

[0054] Understandably, the total time can be calculated by adding the battery's continuous discharge time to the target predicted time, and then comparing this total time with the target discharge duration. This determines whether a power drop will occur after the target predicted time under normal operating conditions. For example, if the battery's continuous discharge time is 4 seconds, the target predicted time is 6 seconds, and the target discharge duration is 10 seconds, the total of the battery's continuous discharge time and the target predicted time is 10 seconds, which is equal to the target discharge duration of 10 seconds. This indicates that after the target predicted time, the battery pack's available power will switch to the 30-second dynamic power, at which point a power drop will occur. If the battery's continuous discharge time is 4 seconds, the target predicted time is 5 seconds, and the target discharge duration is 10 seconds, this means that after the target predicted time, the battery pack's available power will discharge at the 10-second maximum discharge power without any timeout, and no power drop will occur.

[0055] like Figure 3 As shown, Figure 3The diagram illustrates the power switching of the three energy pools in the battery pack, including a 10s power energy pool, a 30s power energy pool, and a 60s power energy pool. When the battery pack continuously discharges at the maximum 10s power for 10s, the dynamic power will switch to a smaller 30s dynamic power. When the battery pack continuously discharges at the maximum 30s power for 30s, it will switch to the 60s dynamic power.

[0056] This embodiment obtains the current battery discharge power table and the battery's continuous discharge time under the current operating conditions; determines the target discharge duration based on the current battery discharge power table; and determines that the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions when the sum of the battery's continuous discharge time and the target predicted time is greater than or equal to the target discharge duration. This allows for a more accurate assessment of whether the vehicle's functional system will be unable to continuously provide the power required for assisted driving after the target prediction time due to changes in battery discharge power. It fully considers the battery's discharge characteristics under different discharge power tables, as well as the combined impact of the battery's continuous discharge time and the target prediction time, thereby improving the accuracy of the prediction. This helps the vehicle's assisted driving system make torque limiting decisions in advance, ensuring that torque decreases smoothly and imperceptibly in the event of a potential sudden drop in power, avoiding dangerous situations caused by sudden torque drops, and further improving the safety and smoothness of assisted driving.

[0057] Based on the first embodiment of this application, in the third embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 4 Before step S20, the vehicle assisted driving torque limiting method further includes steps S11'~S13': S11': Obtain the engine start status, current fuel level, and fuel consumption rate under the current operating conditions.

[0058] It's important to note that while determining the current battery discharge power level, it's also necessary to check if the engine is running. This helps determine whether engine startup or shutdown will cause a sudden drop in power after the target prediction time. Simultaneously, the current fuel level and fuel consumption rate are obtained. The current fuel level represents the amount of fuel remaining in the engine tank, while the fuel consumption rate indicates the amount of fuel consumed by the engine per unit time, such as liters per minute. By acquiring this information, a more comprehensive assessment of the engine's power supply status after the target prediction time can be achieved.

[0059] S12': When the engine is running and the current fuel quantity decreases monotonically with the fuel consumption rate within a historical preset period, calculate the predicted fuel quantity after the target prediction time based on the current fuel quantity, the fuel consumption rate, and the target prediction time.

[0060] If the engine is running, the remaining fuel level can be predicted after the target prediction time by combining the current fuel level and fuel consumption rate. A preset historical period, i.e., the previous N periods, is used; the value of N can be set according to requirements, such as 3 or 5.

[0061] If the current fuel level decreases monotonically over the previous N cycles at a fuel consumption rate, it indicates that the engine is continuously consuming fuel without replenishment. Therefore, the predicted fuel level after the target prediction time can be obtained by subtracting the product of the fuel consumption rate and the target prediction time from the current fuel level. For example, if the current fuel level is 20 liters, the fuel consumption rate is 0.5 liters per minute, and the target prediction time is 8 minutes, then the predicted fuel level is 20 - 0.5 × 8 = 16 liters.

[0062] S13': When the predicted fuel quantity is less than or equal to the preset fuel quantity threshold, it is determined that under normal operating conditions, the vehicle function system cannot continuously provide the power required for assisted driving after the target prediction time.

[0063] The preset fuel level threshold is the fuel level at which the engine is prohibited from starting. When the predicted fuel level is less than or equal to this value, the engine may shut down due to insufficient fuel, causing a sudden drop in the generator's power output. Consequently, the vehicle's functional systems will be unable to continuously provide the power required for assisted driving. If the engine is running and the predicted fuel level after the target prediction time is less than or equal to the fuel level threshold at which the engine is prohibited from starting, it can be determined that under normal operating conditions, the vehicle's functional systems will be unable to continuously provide the power required for assisted driving after the target prediction time.

[0064] In one feasible implementation, if the engine is not started, the step of determining that the vehicle functional system cannot continuously provide the power required for assisted driving under normal operating conditions after the target prediction time further includes: when the engine is not started, obtaining the current SOC and SOC consumption rate; when the current SOC decreases monotonically with the SOC consumption rate within a historical preset period, calculating the predicted SOC after the prediction time based on the current SOC, the SOC consumption rate, and the target prediction time; when the predicted SOC is less than or equal to a preset SOC threshold, determining that the vehicle functional system cannot continuously provide the power required for assisted driving under normal operating conditions after the target prediction time.

[0065] If the engine is not running, the vehicle relies primarily on the battery for power, and therefore the battery level needs to be monitored. The current SOC (State of Charge) represents the percentage of the battery's total capacity remaining, while the SOC depletion rate indicates the rate at which the SOC decreases per unit of time. By obtaining the current SOC and SOC depletion rate, and determining whether the current SOC decreases monotonically with the SOC depletion rate over the previous N cycles, it's possible to determine if the current SOC is continuously decreasing without recharging. The predicted SOC after the predicted time can be calculated by subtracting the product of the SOC depletion rate and the target prediction time from the current SOC. For example, if the current SOC is 30%, the SOC depletion rate decreases by 0.1% per minute, and the target prediction time is 10 minutes, then the predicted SOC is 20% - 0.1% × 10 = 29%. The preset SOC threshold is the SOC threshold at which the engine starts under the current torque demand. When the predicted SOC is less than or equal to this value, engine startup will cause a sudden drop in power. At this time, it can also be determined that under normal operating conditions, the vehicle's functional systems cannot continuously provide the power required for assisted driving after the target predicted time. This judgment method fully considers the impact of battery charge on the power supply for assisted driving when the engine is not running. By monitoring SOC and its consumption rate, insufficient battery charge can be predicted in advance, thereby taking timely torque limiting measures to prevent power interruption caused by starting the engine with low battery charge, ensuring the safety and continuity of the assisted driving process.

[0066] This embodiment acquires the engine start status, current fuel level, and fuel consumption rate under the current operating conditions. When the engine is in the start state and the current fuel level decreases monotonically with the fuel consumption rate within a preset historical period, the predicted fuel level after the target prediction time is calculated based on the current fuel level, the fuel consumption rate, and the target prediction time. When the predicted fuel level is less than or equal to a preset fuel level threshold, it is determined that the vehicle's functional system cannot continuously provide the power required for assisted driving under normal operating conditions after the target prediction time. By accurately monitoring and analyzing the engine fuel level, the potential risk of sudden power drops can be predicted in advance, providing a more reliable basis for limiting the torque of the vehicle's assisted driving system. This ensures that the torque can decrease smoothly and imperceptibly according to the actual situation, effectively avoiding dangerous situations and greatly improving the safety and smoothness of the assisted driving system under various operating conditions.

[0067] Based on the first embodiment of this application, in the fourth embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 5 Step S20 includes steps S201 to S203: Step S201: When the vehicle function system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, determine the available power of the battery pack corresponding to the discharge power table switched by the current battery after the target prediction time based on the current operating conditions.

[0068] If the assisted driving power demand cannot be continuously provided after the target prediction time, it is necessary to predict the available battery pack power after the target prediction time based on the current operating conditions. For example, if the current battery pack is continuously discharging at the maximum discharge power for 10 seconds, after the target prediction time, the battery pack will switch to the dynamic power discharge for 30 seconds. Then, the BMS dynamic available power with torque limit calculated by VCM will switch to the maximum available power for 30 seconds in the current cycle, which is the battery pack available power corresponding to the discharge power table after the target prediction time.

[0069] Step S202: Determine the power of the generator after the target predicted time based on the engine start status.

[0070] Synchronization can determine the engine's power after the target predicted time based on the engine's startup status, which can be the power consumed during engine startup or the power generated.

[0071] In one feasible implementation, step S202 may include steps B11-B12: Step B11: When the engine starting state is that the engine is not started, determine the power consumption required for the engine to start after the target predicted time based on the current operating conditions; If the engine is in an "engine not started" state, the SOC prediction value after the target prediction time T can be predicted using a linear regression equation. TH and SOC TH As the SOC threshold for engine startup under the current torque demand, the vehicle's available power, calculated by VCM, is switched to the current available power - engine startup power consumption in the current cycle, thereby calculating the power consumption required for the engine to start after the target predicted time.

[0072] Step B12: Use the power consumed as the power corresponding to the generator.

[0073] In practice, the power consumed can be taken as the power of the generator and incorporated into the subsequent torque limit calculation to ensure accurate control of the vehicle's power changes.

[0074] In one feasible implementation, step S202 may include steps B21-B22: Step B21: When the engine is in the starting state, determine the battery power generation when the fuel level reaches the preset fuel level threshold at the target predicted time based on the current operating conditions. If the engine is in the "engine started" state, the predicted fuel quantity (Gas) after the target prediction time T is predicted using a linear regression equation. TH And the predicted oil volume Gas TH As the fuel level threshold for preventing engine start-up, the vehicle's available power, calculated by VCM, is switched to (current available power - generator power) in the current cycle to obtain the battery power generation after the target prediction time.

[0075] Step B22: Use the power generated by the battery as the power corresponding to the generator.

[0076] In practice, the battery power output can be used as the generator power output, and this power variation can be fully considered in subsequent torque limiting calculations to ensure a stable power supply for the vehicle. Through the above steps, whether predicting the starting power consumption when the engine is not running or predicting the battery power output when the engine is running, the generator power output can be accurately obtained, providing crucial data support for subsequent torque limiting decisions.

[0077] Step S203: Determine the combined power of the vehicle under the current operating conditions after the target prediction time based on the available power of the battery pack and the power corresponding to the engine.

[0078] In practice, the combined power P of the vehicle under the current operating conditions after the target prediction time can be obtained by adding the available power of the battery pack and the corresponding power of the engine.

[0079] like Figure 6 As shown, Figure 6 This is a flowchart illustrating the process of torque limiting for a vehicle based on the overall power. The process involves obtaining the available battery pack power Pbms and the corresponding generator power Pgen after the BMS switches at the target predicted time. The available battery pack power includes the power corresponding to the switch from 10s continuous power to 30s continuous power, or from 30s continuous power to 60s continuous power. The generator power can be either the generator's power consumption or its generating power. The overall power P = available battery pack power Pbms + generator power Pgen. The overall available power P is sent to the VCM (Vehicle Management Center). The VCM calculates the torque limit value Tq based on the overall power P and the motor torque, and then sends the torque limit value Tq to the ADCU (Action Control Unit). The ADCU then performs torque limiting control on the vehicle.

[0080] like Figure 7 As shown, Figure 7This is a flowchart illustrating the process of determining the overall power after the target prediction time based on the current operating conditions when the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions. The process involves simultaneously judging the current dynamic available power of the battery pack and the engine status; determining if the current dynamic available power of the battery pack is the maximum available power for 10 seconds; if so, obtaining the current battery pack's discharge power reaching the maximum available power for 10 seconds; obtaining the duration t + the target prediction time T for the battery pack to continuously discharge at the maximum power for 10 seconds; judging if t + T equals 10 seconds; if so, the VCM calculates the torque-limited BMS dynamic available power and switches to the battery pack's available power corresponding to the maximum available power for 30 seconds in the current cycle; and determining if the BMS dynamic available power needs to be reset; if so, the VCM switches back to the BMS dynamic available power. If the current dynamic available power of the battery pack is not the maximum available power for 10 seconds, then determine whether the current dynamic available power of the battery pack is the maximum available power for 30 seconds. If so, obtain the current battery pack's release power reaching the maximum available power for 30 seconds, and obtain the duration t + target prediction time T for the battery pack to continuously discharge at the maximum power for 30 seconds. Determine whether t + T equals 30 seconds. If so, the VCM calculates the torque-limited BMS dynamic available power and switches to the battery pack's available power corresponding to the maximum available power for 60 seconds in the current cycle. Determine whether the BMS dynamic available power is reset. If so, the VCM switches back to the BMS dynamic available power. Determine whether the engine is started. If so, determine whether the current fuel level (Gas) has monotonically decreased in the previous N cycles. If so, perform a simple linear regression analysis on the fuel level (Gas) in the previous N cycles, and predict the fuel level (Gas) after time T based on the linear regression equation. TH Determine Gas TH If the fuel level is equal to the threshold at which the engine is prohibited from starting, the vehicle's available power calculated by the VCM to torque is switched to (current available power - generator power) in the current cycle. It is then determined whether the fuel level (Gas) has increased. If it has, the vehicle's available power calculated by the VCM to torque is switched to the current available power in the current cycle. If the engine is not running, it is determined whether the current SOC has monotonically decreased in the previous N cycles. If so, a simple linear regression analysis is performed on the SOC in the previous N cycles, and the predicted SOC value after time T is predicted based on the linear regression equation. TH The system determines whether the State of Charge (SOCTH) equals the engine's SOC threshold for starting under the current torque demand. If so, the vehicle's available power calculated by the VCM for torque is switched to (current available power - engine starting power consumption) in the current cycle. It then checks if the SOC has increased; if so, the vehicle's available power calculated by the VCM for torque is switched to the current available power in the current cycle. The combined power is obtained by calculating the battery pack's available power and the corresponding generator power after the target prediction time.

[0081] In this embodiment, when the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the available power of the battery pack corresponding to the discharge power table switched by the current battery after the target prediction time is determined based on the current operating conditions; the power of the generator corresponding to the target prediction time is determined based on the engine starting status; and the combined power of the vehicle under the current operating conditions after the target prediction time is determined based on the available power of the battery pack and the power corresponding to the engine. This method allows for a comprehensive and accurate determination of the vehicle's combined power after the target prediction time. After determining the combined power, torque limiting is applied based on the combined power, effectively avoiding dangerous situations such as vehicle power interruption and assisted driving function failure caused by insufficient or unstable power supply, greatly improving the safety and stability of the vehicle during assisted driving.

[0082] Based on the first embodiment of this application, in the fifth embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 8 Step S30 includes steps S301 to S302: S301: Calculate the target limiting torque based on the current motor speed and the combined power.

[0083] In practice, the current motor speed N can be obtained, combined with the determined comprehensive power P, and a specific torque calculation algorithm or mathematical relationship model between torque, power and speed can be used, such as the target limiting torque Tq = (9550 × P) / N, to accurately calculate the target limiting torque value under the current motor speed and comprehensive power conditions.

[0084] S302: Within the target prediction time, reduce the vehicle's current torque to the target limit torque.

[0085] After obtaining the target limit torque value, the target limit torque value is sent to the ADCU through the vehicle's internal communication protocol and data transmission channel. The ADCU then reduces the vehicle's current torque to the target limit torque within the target prediction time, thereby ensuring smooth and safe power output during assisted driving and avoiding various dangerous situations caused by excessive or unstable torque, further improving the safety and reliability of vehicle assisted driving.

[0086] In one feasible implementation, to improve the torque control effect, the filter coefficients can be determined in advance, and the target limiting torque can be filtered in the first order by the filter coefficients. For example, a first-order low-pass filter can be set, and the appropriate filter coefficients can be determined according to the actual needs. The calculated target limiting torque can be input into the first-order low-pass filter, and a smoother target limiting torque signal can be obtained after filtering.

[0087] Therefore, step S302 may include steps C11 to C13: Step C11: Obtain the filter coefficients; The filtering coefficient can be calculated in advance using the torque request values ​​collected in the historical period. The filtering coefficient is used to filter the target limit torque, so that the torque change after filtering is consistent with that in the previous sampling period, and the control intervention is more imperceptible and smooth.

[0088] In one feasible implementation, step C11 may include: acquiring historical torque request data within a preset sampling period and sampling interval; calculating a cutoff frequency based on the preset sampling period, the sampling interval, and the historical torque request data; and calculating filter coefficients using the cutoff frequency and the sampling interval.

[0089] The preset sampling period is N, which can be pre-calibrated. The sampling interval Ts can be set to 10ms or other values. The VCM can acquire the torque request for the first N cycles of assisted driving in real time. The sampling interval is 10ms, and the sampling time T1 = Ts × N. The number of valid points Neff in the torque request data can be counted. First, the maximum value Tqmax and the minimum value Tqmin within the preset sampling period are counted. The maximum amplitude Amax is calculated from the maximum and minimum values, Amax = Tqmax - Tqmin. The threshold Ath is calculated from the maximum amplitude, threshold Ath = Amax × 0.7. The amplitude A of each sampling point is calculated from each torque request Tq, A = Tq - Tqmin. The number of valid points Neff is counted from the sampling amplitude and the threshold. The number of valid points Neff is the number of points in the sampling period where the amplitude A is greater than the threshold Ath. The cutoff frequency is calculated from the number of valid points and the sampling time, cutoff frequency fc = Neff / T1.

[0090] After obtaining the cutoff frequency, the filter coefficients can be calculated using the cutoff frequency and the sampling interval, as follows: α = 1 / (1 + 2 × π × fc / fs) In the above formula, fs = 1 / Ts, fc is the cutoff frequency, and α is the filter coefficient.

[0091] Step C12: Filter the target limiting torque according to the filtering coefficient to obtain the filtered target limiting torque; In practice, the target limiting torque can be filtered by a filtering coefficient to obtain the filtered target limiting torque.

[0092] Step C13: Within the target prediction time, reduce the vehicle's current torque to the filtered target limit torque.

[0093] Filtering effectively reduces torque fluctuations, making torque changes smoother and preventing adverse effects on vehicle power performance and ride comfort caused by sudden torque changes. After filtering, the smoothed target limit torque value is sent to the ADCU. Based on the received torque value, the ADCU accurately reduces the vehicle's current torque to the target limit torque within the target prediction time, ensuring that the vehicle maintains a stable and safe power output during assisted driving. This provides the driver with a more reliable and comfortable driving experience and further enhances the adaptability and stability of the vehicle's assisted driving system under various complex conditions.

[0094] like Figure 9 As shown, Figure 9 The flowchart illustrates the process of filtering the target limit torque. The VCM acquires the torque requests of the previous N cycles of assisted driving in real time, calculates the cutoff frequency of the torque requests of the previous N cycles in real time, calculates the filtering coefficient based on the cutoff frequency in real time, and predicts whether there is a power drop trigger or recovery. If there is a power drop or power recovery, the torque limit is filtered using the filtering coefficient α calculated in the current cycle.

[0095] like Figure 10 As shown, Figure 10 The diagram illustrates the comparison of torque limits before and after the introduction of time prediction. Without time prediction, a sudden drop in power results in a noticeable abrupt change in the torque limit, causing significant fluctuations in the vehicle's power output. However, with the introduction of time prediction, through accurate estimation of overall power and a series of torque calculations and filtering processes, the changes in the torque limit become smoother and more continuous.

[0096] This embodiment calculates the target limiting torque based on the current motor speed and the combined power; within the target prediction time, the vehicle's current torque is reduced to the target limiting torque. By obtaining the current motor speed and combined power to calculate the target limiting torque, the upper limit of torque output can be dynamically adjusted based on the actual operating conditions of the vehicle, ensuring stable operation of the power system under power constraints, avoiding power interruption or system failure due to power overload, and providing reliable power guarantee for assisted driving functions.

[0097] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the vehicle assisted driving torque limiting method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0098] This application also provides a vehicle driver assistance torque limiting device, please refer to... Figure 11 The vehicle driver assistance torque limiting device includes: Module 10 is used to determine the target prediction time based on the current working conditions.

[0099] The acquisition module 20 is used to acquire the comprehensive power of the vehicle under the current operating conditions after the target prediction time when the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions.

[0100] Limiting module 30 is used to limit the torque of the vehicle by the combined power within the target prediction time.

[0101] The vehicle assisted driving torque limiting device provided in this application, employing the vehicle assisted driving torque limiting method in the above embodiments, can solve the technical problem of sudden drop in vehicle power during assisted driving overtaking, causing overtaking failure and resulting in danger. Compared with the prior art, the beneficial effects of the vehicle assisted driving torque limiting device provided in this application are the same as those of the vehicle assisted driving torque limiting method provided in the above embodiments, and other technical features in the vehicle assisted driving torque limiting device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0102] In one embodiment, the determining module 10 is further configured to obtain the current battery discharge power table and the battery continuous discharge time under the current operating conditions; determine the target discharge duration based on the current battery discharge power table; and determine that the vehicle functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions when the sum of the battery continuous discharge time and the target prediction time is greater than or equal to the target discharge duration.

[0103] In one embodiment, the determining module 10 is further configured to acquire the engine start-up status, current fuel quantity, and fuel consumption rate under the current operating conditions; when the engine is in the start-up status and the current fuel quantity decreases monotonically with the fuel consumption rate within a historical preset period, calculate the predicted fuel quantity after the target prediction time based on the current fuel quantity, the fuel consumption rate, and the target prediction time; when the predicted fuel quantity is less than or equal to a preset fuel quantity threshold, determine that the vehicle functional system cannot continuously provide the power required for assisted driving under normal operating conditions after the target prediction time.

[0104] In one embodiment, the determining module 10 is further configured to: acquire the current SOC and SOC consumption rate when the engine starting state is engine not started; calculate the predicted SOC after the prediction time based on the current SOC, the SOC consumption rate, and the target prediction time when the current SOC decreases monotonically with the SOC consumption rate within a historical preset period; and determine that the vehicle functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions when the predicted SOC is less than or equal to a preset SOC threshold.

[0105] In one embodiment, the acquisition module 20 is further configured to, under normal operating conditions, when the vehicle's functional system is unable to continuously provide the power required for assisted driving after the target prediction time, determine the available power of the battery pack corresponding to the discharge power table switched by the current battery after the target prediction time based on the current operating conditions; determine the power corresponding to the generator after the target prediction time based on the engine starting status; and determine the combined power of the vehicle under the current operating conditions after the target prediction time based on the available power of the battery pack and the power corresponding to the engine.

[0106] In one embodiment, the acquisition module 20 is further configured to, when the engine start-up state is engine not started, determine the power consumption required for the engine to start after the target predicted time based on the current operating condition; and use the power consumption as the power corresponding to the generator.

[0107] In one embodiment, the acquisition module 20 is further configured to determine the battery power generation when the fuel level reaches a preset fuel level threshold at the target prediction time, based on the current operating conditions when the engine is in the engine start state; and use the battery power generation as the power corresponding to the generator.

[0108] In one embodiment, the determining module 10 is further configured to obtain navigation data and weather information based on the current operating conditions; determine the road condition coefficient based on the navigation data and the weather coefficient based on the weather information; obtain the adjustment coefficient corresponding to the filtering coefficient and the reference time; and adjust the reference time based on the road condition coefficient, the weather coefficient and the adjustment coefficient to obtain the target predicted time.

[0109] In one embodiment, the limiting module 30 is further configured to calculate a target limiting torque based on the current motor speed and the combined power; and reduce the current torque of the vehicle to the target limiting torque within the target prediction time.

[0110] In one embodiment, the limiting module 30 is further configured to obtain filtering coefficients; filter the target limiting torque according to the filtering coefficients to obtain the filtered target limiting torque; and reduce the current torque of the vehicle to the filtered target limiting torque within the target prediction time.

[0111] In one embodiment, the limiting module 30 is further configured to acquire historical torque request data within a preset sampling period and sampling interval; calculate a cutoff frequency based on the preset sampling period, the sampling interval, and the historical torque request data; and calculate a filtering coefficient using the cutoff frequency and the sampling interval.

[0112] This application provides a vehicle assisted driving torque limiting device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the vehicle assisted driving torque limiting method in the first embodiment described above.

[0113] The following is for reference. Figure 12 The diagram illustrates a structural schematic suitable for implementing a vehicle-assisted driving torque limiting device according to embodiments of this application. The vehicle-assisted driving torque limiting device in embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 12 The vehicle driver assistance torque limiting device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0114] like Figure 12As shown, the vehicle-assisted driving torque limiting device may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the vehicle-assisted driving torque limiting device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touch screens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, LCDs (Liquid Crystal Displays), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the vehicle's driver assistance torque limiting device to communicate wirelessly or wiredly with other devices to exchange data. While the figures show vehicle driver assistance torque limiting devices with various systems, it should be understood that implementation or possession of all shown systems is not required. More or fewer systems may be implemented alternatively.

[0115] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0116] The vehicle assisted driving torque limiting device provided in this application, employing the vehicle assisted driving torque limiting method in the above embodiments, can solve the technical problem of sudden drop in vehicle power during assisted driving overtaking, causing overtaking failure and resulting in danger. Compared with the prior art, the beneficial effects of the vehicle assisted driving torque limiting device provided in this application are the same as those of the vehicle assisted driving torque limiting method provided in the above embodiments, and other technical features in this vehicle assisted driving torque limiting device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0117] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0118] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0119] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle assisted driving torque limiting method in the above embodiments.

[0120] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory or Flash Memory), optical fibers, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0121] The aforementioned computer-readable storage medium may be included in the vehicle driver assistance torque limiting device; or it may exist independently and not be installed in the vehicle driver assistance torque limiting device.

[0122] The aforementioned computer-readable storage medium carries one or more programs that, when executed by the vehicle driver assistance torque limiting device, cause the vehicle driver assistance torque limiting device to: determine a target prediction time based on the current operating conditions; when the vehicle's functional system cannot continuously provide the power required for driver assistance after the target prediction time under normal operating conditions, acquire the comprehensive power of the vehicle under the current operating conditions after the target prediction time; and limit the vehicle's torque using the comprehensive power within the target prediction time.

[0123] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0124] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0125] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0126] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle assisted driving torque limiting method. This solves the technical problem of sudden power drop in the vehicle during assisted driving overtaking, causing overtaking failure and potential danger. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the vehicle assisted driving torque limiting method provided in the above embodiments, and will not be repeated here.

[0127] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the vehicle assisted driving torque limiting method as described above.

[0128] The computer program product provided in this application can solve the technical problem of sudden drop in vehicle power during assisted driving overtaking, which causes overtaking failure and leads to danger. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the vehicle assisted driving torque limiting method provided in the above embodiments, and will not be repeated here.

[0129] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for limiting torque in vehicle assisted driving, characterized in that, The vehicle assisted driving torque limiting method includes: Determine the target prediction time based on the current operating conditions; When the vehicle's functional system is unable to continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the comprehensive power of the vehicle under the current operating conditions after the target prediction time is obtained. The vehicle's torque is limited by the combined power within the target prediction time.

2. The method as described in claim 1, characterized in that, Before the step of obtaining the combined power of the current operating condition after the target prediction time when the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the method further includes: Obtain the current battery discharge power table and battery discharge duration under the current operating conditions; The target discharge duration is determined based on the current battery discharge power table. When the sum of the battery's continuous discharge time and the target predicted time is greater than or equal to the target discharge duration, it is determined that under normal operating conditions, the vehicle's functional system cannot continuously provide the power required for assisted driving after the target predicted time.

3. The method as described in claim 1, characterized in that, Before the step of obtaining the combined power of the current operating condition after the target prediction time when the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the following steps are included: Obtain the engine start status, current fuel level, and fuel consumption rate under the current operating conditions; When the engine is running and the current fuel level decreases monotonically with the fuel consumption rate within a historical preset period, the predicted fuel level after the target prediction time is calculated based on the current fuel level, the fuel consumption rate, and the target prediction time. When the predicted fuel level is less than or equal to a preset fuel level threshold, it is determined that the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions.

4. The method as described in claim 3, characterized in that, Before the step of obtaining the combined power of the current operating condition after the target prediction time when the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the following steps are included: When the engine is in an unstarted state, the current SOC and SOC consumption rate are obtained. When the current SOC decreases monotonically with the SOC consumption rate within a historical preset period, the predicted SOC after the prediction time is calculated based on the current SOC, the SOC consumption rate, and the target prediction time. When the predicted SOC is less than or equal to a preset SOC threshold, it is determined that the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions.

5. The method as described in claim 1, characterized in that, The step of obtaining the overall power of the vehicle under normal operating conditions after the target prediction time when the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time includes: When the vehicle's functional system is unable to continuously provide the power required for assisted driving after the target prediction time under normal operating conditions, the available power of the battery pack corresponding to the discharge power table switched by the current battery after the target prediction time is determined according to the current operating conditions. The generator power corresponding to the target prediction time is determined based on the engine start status. The combined power of the vehicle under current operating conditions after the target prediction time is determined based on the available power of the battery pack and the power corresponding to the engine.

6. The method as described in claim 5, characterized in that, The step of determining the generator power corresponding to the target prediction time based on the engine start-up status includes: When the engine is not started in the engine start state, the power consumption required for the engine to start after the target predicted time is determined according to the current operating conditions. The power consumed is taken as the power corresponding to the generator.

7. The method as described in claim 5, characterized in that, The step of determining the generator power corresponding to the target prediction time based on the engine start-up status includes: When the engine is in the starting state, the battery power generation power when the fuel level reaches the preset fuel level threshold at the target predicted time is determined according to the current operating conditions. The power generated by the battery is used as the power of the generator.

8. The method as described in claim 1, characterized in that, The step of determining the target prediction time based on the current operating conditions includes: Navigation data and weather information are obtained based on the current operating conditions; The road condition coefficient is determined based on the navigation data, and the weather coefficient is determined based on the weather information; Obtain the adjustment coefficients and reference time corresponding to the filter coefficients; The target predicted time is obtained by adjusting the base time based on the road condition coefficient, the weather coefficient, and the adjustment coefficient.

9. The method as described in claim 1, characterized in that, The step of limiting the vehicle's torque using the combined power within the target prediction time includes: Calculate the target limiting torque based on the current motor speed and the overall power; Within the target prediction time, the vehicle's current torque is reduced to the target limit torque.

10. The method as described in claim 9, characterized in that, The step of reducing the vehicle's current torque to the target limit torque within the target prediction time includes: Obtain the filter coefficients; The target limiting torque is filtered according to the filtering coefficient to obtain the filtered target limiting torque; Within the target prediction time, the vehicle's current torque is reduced to the filtered target limit torque.

11. The method as described in claim 10, characterized in that, The steps for obtaining the filter coefficients include: Acquire historical torque request data within a preset sampling period and sampling interval; The cutoff frequency is calculated based on the preset sampling period, the sampling interval, and the historical torque request data; The filter coefficients are calculated using the cutoff frequency and the sampling interval.

12. A vehicle driving assistance torque limiting device, characterized in that, The device includes: The determination module is used to determine the target prediction time based on the current working conditions; The acquisition module is used to acquire the overall power of the vehicle under the current operating conditions after the target prediction time when the vehicle's functional system cannot continuously provide the power required for assisted driving after the target prediction time under normal operating conditions. A limiting module is used to limit the torque of the vehicle by the combined power within the target prediction time.

13. A vehicle driving assistance torque limiting device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle assisted driving torque limiting method as claimed in any one of claims 1 to 11.

14. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the vehicle assisted driving torque limiting method as described in any one of claims 1 to 11.

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