Torque adjusting method and device and vehicle

Abstract

The embodiment of the invention provides a torque adjusting method and device and a vehicle. The method comprises the steps that a request torque value is obtained; determining a first intervention torque value according to the wheel acceleration and the whole vehicle acceleration of the vehicle; and controlling the vehicle to perform energy recovery according to the request torque value and the first intervention torque value. The embodiment of the invention can be applied to an intelligent automobile or an electric automobile, and torque intervention is carried out in the energy recovery process, so that the slip rate of wheels can be prevented from being increased; and meanwhile, the vehicle can be kept in an energy recovery state all the time, and the driving experience of a user can be improved.

Description

[0001] This application is a divisional application of the invention application with the application date of September 5, 2022, the Chinese application number of 202280099763.9, and the application name of "a torque adjustment method, device and vehicle". TECHNICAL FIELD

[0002] Embodiments of the present application relate to the field of intelligent driving, and more particularly, to a torque adjustment method, device and vehicle. BACKGROUND

[0003] When the vehicle is on the non-normal paved road in the energy recovery state, the driving wheel may be in the state of disengaging from the ground or slipping. At this time, the driving wheel is subjected to the recovery torque, which may cause the wheel speed and speed deviation to expand, causing the slip ratio to break through a certain threshold, thereby triggering the antilock brake system (ABS) or dynamic traction control (DTC). When the ABS or DTC is triggered, the vehicle will exit the energy recovery state, causing the driver to be unable to use energy recovery for a period of time, thereby causing the user's experience to be poor. SUMMARY

[0004] Embodiments of the present application provide a torque adjustment method, device and vehicle. The torque intervention is used during the energy recovery process of the vehicle, which helps to avoid the expansion of the slip ratio of the wheel, thereby reducing the probability of triggering the ABS or DTC. At the same time, the vehicle can also remain in the energy recovery state, which helps to improve the user's driving experience.

[0005] The vehicle in the present application is a vehicle in a broad sense, which can be a traffic tool (such as a commercial vehicle, a passenger vehicle, a motorcycle, a flying vehicle, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), an agricultural device (such as a mower, a harvester, etc.), a recreational device, a toy vehicle, etc. The type of the vehicle is not limited in the embodiments of the present application.

[0006] In a first aspect, a torque adjustment method is provided. The method comprises: obtaining a request torque value; determining a first intervention torque value according to the wheel acceleration and the vehicle acceleration of the vehicle; and controlling the vehicle to perform energy recovery according to the request torque value and the first intervention torque value.

[0007] In the embodiments of the present application, the request torque and the intervention torque determined by the wheel acceleration and the vehicle acceleration are used to control the vehicle to perform energy recovery, which helps to avoid the expansion of the slip ratio of the wheel, reduces the probability of triggering the ABS or DTC, and also enables the vehicle to remain in the energy recovery state, thereby improving the user's driving experience.

[0008] In some possible implementation manners, the acquiring the requested torque value comprises: acquiring the requested torque value when the vehicle is in the energy recovery state.

[0009] In some possible implementation manners, the determining the first intervention torque value according to the wheel acceleration and the vehicle acceleration comprises: determining the first intervention torque value according to a difference between the wheel acceleration and the vehicle acceleration.

[0010] In the embodiments of the present application, the wheel state can be acquired through the difference between the wheel acceleration and the vehicle acceleration, so that it can be determined whether the slip rate of the vehicle has a trend of continuing to expand.

[0011] In some possible implementation manners, the vehicle stores a mapping relationship between the difference between the wheel acceleration and the vehicle acceleration and the intervention torque value.

[0012] In some possible implementation manners, the difference between the wheel acceleration and the vehicle acceleration and the intervention torque value are in a functional relationship.

[0013] In some possible implementation manners, the controlling the vehicle to perform energy recovery according to the requested torque value and the first intervention torque value comprises: controlling the vehicle to perform energy recovery according to a difference between the requested torque value and the first intervention torque value.

[0014] With reference to the first aspect, in some implementation manners of the first aspect, the method further includes: acquiring a road surface type; determining a second intervention torque value according to the road surface type; and wherein the controlling the vehicle to perform energy recovery according to the requested torque value and the first intervention torque value comprises: controlling the vehicle to perform energy recovery according to the requested torque value, the first intervention torque value and the second intervention torque value.

[0015] In the embodiments of the present application, the vehicle can perform torque intervention according to the road surface type, so that the slip rate of the wheel can be avoided from expanding, and the probability of triggering ABS or DTC can be reduced; meanwhile, the vehicle can always remain in the energy recovery state, which is helpful to improve the driving experience of the user.

[0016] The road surface type can be the type of the road surface on which the vehicle currently locates.

[0017] In some possible implementation manners, the vehicle stores a mapping relationship between the road surface type and the intervention torque value.

[0018] In some possible implementation manners, the acquiring the road surface type comprises: determining the road surface type according to data collected by a sensor outside the vehicle cabin.

[0019] In some possible implementation manners, the acquiring the road surface type comprises: acquiring the road surface type according to map information.

[0020] With reference to the first aspect, in some implementations of the first aspect, the obtaining the road surface type comprises: obtaining a wheel speed fluctuation frequency of the vehicle; and determining the road surface type according to the wheel speed fluctuation frequency.

[0021] In the embodiments of the present application, the wheel speed fluctuation frequency of the vehicle is different when the vehicle travels on the normally paved road surface and the non-normally paved road surface. The wheel speed fluctuation frequency can also be considered when the torque intervention is performed. Thus, the current road surface on which the vehicle is located is identified through the wheel speed fluctuation frequency, i.e., the normally paved road surface or the non-normally paved road surface. In this way, the wheel speed fluctuation is suppressed through the torque intervention, which can avoid the expansion of the slip rate of the wheel and reduce the probability of triggering the ABS or the DTC; at the same time, the vehicle can always remain in the energy recovery state, which is helpful to improve the user's driving experience.

[0022] In some possible implementations, the vehicle stores a mapping relationship between the wheel speed fluctuation frequency, the road surface type and the intervention torque value.

[0023] In some possible implementations, the method further comprises: obtaining a wheel speed fluctuation frequency of the vehicle; and determining the second intervention torque value according to the wheel speed fluctuation frequency.

[0024] The torque intervention can also be understood as that the absolute value of the torque value output by the vehicle to the motor when the vehicle is performing energy recovery is less than the absolute value of the requested torque value determined by the current driving parameter (e.g., one or more of the opening degree of the accelerator pedal, the opening degree of the brake pedal and the vehicle speed) of the vehicle.

[0025] In some possible implementations, the vehicle stores a mapping relationship between the wheel speed fluctuation frequency and the intervention torque value.

[0026] In some possible implementations, the wheel speed fluctuation frequency and the intervention torque value are in a functional relationship.

[0027] In some possible implementations, the determining the second intervention torque value according to the wheel speed fluctuation frequency comprises: determining the type of the road surface on which the vehicle is currently located according to the wheel speed fluctuation frequency; and determining the second intervention torque value according to the type of the road surface on which the vehicle is currently located.

[0028] In some possible implementations, the vehicle stores a mapping relationship between the type of the road surface and the intervention torque value.

[0029] With reference to the first aspect, in some implementations of the first aspect, the controlling the vehicle to perform energy recovery according to the requested torque value, the first intervention torque value and the second intervention torque value comprises: determining a third intervention torque value according to the first intervention torque value and the second intervention torque value; and controlling the vehicle to perform energy recovery according to the requested torque value and the third intervention torque value.

[0030] In the embodiments of the present application, the vehicle can determine the third intervention torque value according to the first intervention torque value and the second intervention torque value, and then control the vehicle to perform energy recovery according to the request torque value and the third intervention torque value. In this way, the slip rate of the wheel can be prevented from expanding, and the probability of triggering ABS or DTC can be reduced; at the same time, the vehicle can always remain in the energy recovery state, which helps to improve the user's driving experience.

[0031] In combination with the first aspect, in some implementations of the first aspect, the determining the third intervention torque value according to the first intervention torque value and the second intervention torque value comprises: determining the lowest torque value between the first intervention torque value and the second intervention torque value as the third intervention torque value.

[0032] In the embodiments of the present application, the lowest torque value between the first intervention torque value and the second intervention torque value can be determined as the third intervention torque value. In this way, while avoiding triggering ABS or DTC due to the expansion of the slip rate of the wheel, the efficiency of the vehicle performing energy recovery can also be improved.

[0033] In combination with the first aspect, in some implementations of the first aspect, the method further comprises: obtaining a slip rate of the vehicle; determining a correction coefficient according to the slip rate; wherein the controlling the vehicle to perform energy recovery according to the request torque value and the third intervention torque value comprises: determining a fourth intervention torque value according to the third intervention torque value and the correction coefficient; and controlling the vehicle to perform energy recovery according to the request torque value and the fourth intervention torque value.

[0034] In the embodiments of the present application, the slip rate of the vehicle can also be considered when performing torque intervention. The correction coefficient calculated by the slip rate is used to correct the third intervention torque value. In this way, by comprehensively considering the wheel acceleration, the vehicle acceleration, the wheel speed fluctuation frequency, and the slip rate and other factors for torque intervention, the slip rate of the wheel can be prevented from expanding, and the probability of triggering ABS or DTC can be reduced; at the same time, the vehicle can always remain in the energy recovery state, which helps to improve the user's driving experience.

[0035] In some possible implementations, the greater the slip rate, the greater the correction coefficient.

[0036] In some possible implementations, the vehicle stores a mapping relationship between the slip rate and the correction coefficient.

[0037] In some possible implementations, the slip rate and the correction coefficient are in a functional relationship.

[0038] With reference to the first aspect, in some implementations of the first aspect, the method further includes: obtaining a slip ratio of the vehicle; determining a correction coefficient according to the slip ratio; and wherein the controlling the vehicle to perform energy recovery according to the request torque value and the first intervention torque value includes: determining a fifth intervention torque value according to the first intervention torque value and the correction coefficient; and controlling the vehicle to perform energy recovery according to the request torque value and the fifth intervention torque value.

[0039] In the embodiments of the present application, the slip ratio of the vehicle can also be considered when the torque intervention is performed. The correction coefficient calculated by the slip ratio is used to correct the first intervention torque value. In this way, the torque intervention is performed by comprehensively considering the wheel acceleration, the vehicle acceleration and the slip ratio, which can avoid the expansion of the slip ratio of the wheel and reduce the probability of triggering the ABS or the DTC. At the same time, the vehicle can always be kept in the energy recovery state, which is helpful to improve the driving experience of the user.

[0040] With reference to the first aspect, in some implementations of the first aspect, the method further includes: when the number of times of torque intervention when the vehicle is controlled to perform energy recovery is greater than or equal to a preset number of times, controlling the vehicle to perform energy recovery according to a historical torque intervention value; or when the time length of torque intervention when the vehicle is controlled to perform energy recovery is greater than or equal to a preset time length, controlling the vehicle to perform energy recovery according to the historical torque intervention value.

[0041] In the embodiments of the present application, when the number of times or the time length of torque intervention when the vehicle is controlled to perform energy recovery meets the condition, the vehicle can be controlled to perform energy recovery according to the historical torque intervention value. In this way, the calculation resources of the vehicle can be saved, and the probability of triggering the ABS or the DTC in the subsequent driving process of the vehicle can be reduced.

[0042] With reference to the first aspect, in some implementations of the first aspect, the method further includes: when the vehicle is controlled to perform energy recovery, increasing the brake torque of the brake system of the vehicle and / or starting a wind resistance boosting device.

[0043] In the embodiments of the present application, the brake torque of the brake system of the vehicle and / or the wind resistance boosting device can be started when the torque intervention is performed, which is helpful to avoid the increase of the braking distance of the vehicle caused by the continuous torque intervention and improve the safety of the vehicle. At the same time, the feeling of forward surge of the user caused by the torque intervention can be avoided, which is helpful to improve the driving experience of the user.

[0044] With reference to the first aspect, in some implementations of the first aspect, the obtaining the request torque value includes: determining the request torque value according to at least one of the vehicle speed of the vehicle, the opening degree of the accelerator pedal of the vehicle and the opening degree of the brake pedal of the vehicle.

[0045] In a second aspect, a torque adjusting device is provided, comprising: an obtaining unit configured to obtain a requested torque value; a determining unit configured to determine a first intervention torque value according to a wheel acceleration and a vehicle acceleration of the vehicle; and a control unit configured to control the vehicle to perform energy recovery according to the requested torque value and the first intervention torque value.

[0046] With reference to the second aspect, in some implementations of the second aspect, the obtaining unit is further configured to obtain a road surface type; the determining unit is further configured to determine a second intervention torque value according to the road surface type; and the control unit is configured to control the vehicle to perform energy recovery according to the requested torque value, the first intervention torque value and the second intervention torque value.

[0047] With reference to the second aspect, in some implementations of the second aspect, the obtaining unit is further configured to obtain a wheel speed fluctuation frequency of the vehicle; and the determining unit is further configured to determine the road surface type according to the wheel speed fluctuation frequency.

[0048] With reference to the second aspect, in some implementations of the second aspect, the determining unit is configured to determine a third intervention torque value according to the first intervention torque value and the second intervention torque value; and the control unit is configured to control the vehicle to perform energy recovery according to the requested torque value and the third intervention torque value.

[0049] With reference to the second aspect, in some implementations of the second aspect, the determining unit is configured to determine the third intervention torque value as the lower one of the first intervention torque value and the second intervention torque value.

[0050] With reference to the second aspect, in some implementations of the second aspect, the obtaining unit is further configured to obtain a slip ratio of the vehicle; the determining unit is further configured to determine a correction coefficient according to the slip ratio; the control unit is configured to determine a fourth intervention torque value according to the third intervention torque value and the correction coefficient; and the control unit is configured to control the vehicle to perform energy recovery according to the requested torque value and the fourth intervention torque value.

[0051] With reference to the second aspect, in some implementations of the second aspect, the obtaining unit is further configured to obtain a slip ratio of the vehicle; the determining unit is further configured to determine a correction coefficient according to the slip ratio; the control unit is configured to determine a fifth intervention torque value according to the first intervention torque value and the correction coefficient; and the control unit is configured to control the vehicle to perform energy recovery according to the requested torque value and the fifth intervention torque value.

[0052] In some implementations of the second aspect, in conjunction with the second aspect, the control unit is further configured to, when the number of torque interventions in controlling the vehicle to perform energy recovery is greater than or equal to a preset number, control the vehicle to perform energy recovery according to the historical torque intervention value; or, when the duration of torque intervention in controlling the vehicle to perform energy recovery is greater than or equal to a preset duration, control the vehicle to perform energy recovery according to the historical torque intervention value.

[0053] In some implementations of the second aspect, in conjunction with the second aspect, the control unit is further configured to, in controlling the vehicle to perform energy recovery, increase the braking torque of the braking system of the vehicle, and / or start a wind resistance boosting device.

[0054] In some implementations of the second aspect, in conjunction with the second aspect, the acquisition unit is configured to determine the requested torque value according to at least one of the vehicle speed, the opening degree of the accelerator pedal of the vehicle, and the opening degree of the brake pedal of the vehicle.

[0055] A third aspect provides a torque adjustment device, which includes a processing unit and a storage unit, wherein the storage unit is configured to store instructions, and the processing unit is configured to execute the instructions stored in the storage unit, so that the device executes any possible method in the first aspect.

[0056] A fourth aspect provides a torque adjustment system, which includes a motor and the torque adjustment device in any of the second aspect or the third aspect.

[0057] A fifth aspect provides a vehicle, which includes the torque adjustment device in any of the second aspect or the third aspect, or includes the torque adjustment system in the fourth aspect.

[0058] A sixth aspect provides a computer program product, which includes computer program code, and when the computer program code is run on a computer, the computer is caused to execute any possible method in the first aspect.

[0059] It should be noted that the computer program code can be stored on a first storage medium in whole or in part, wherein the first storage medium can be packaged together with the processor or packaged separately from the processor, and the embodiments of the present application do not make a specific limitation in this regard.

[0060] A seventh aspect provides a computer readable medium, which stores program code, and when the computer program code is run on a computer, the computer is caused to execute any possible method in the first aspect.

[0061] In an eighth aspect, the embodiments of the present application provide a chip system, which comprises a processor, configured to invoke a computer program or computer instructions stored in a memory, so that the processor executes any possible method in the first aspect.

[0062] With reference to the eighth aspect, in a possible implementation, the processor is coupled with the memory through an interface.

[0063] With reference to the eighth aspect, in a possible implementation, the chip system further comprises the memory, and the memory stores the computer program or computer instructions. BRIEF DESCRIPTION OF DRAWINGS

[0064] Figure 1 is a functional block diagram of a vehicle provided by the embodiments of the present application.

[0065] Figure 2 is a schematic flow chart of a torque adjustment method provided by the embodiments of the present application.

[0066] Figure 3 is a set of graphical user interfaces (GUIs) provided by the embodiments of the present application.

[0067] Figure 4 is another schematic flow chart of a torque adjustment method provided by the embodiments of the present application.

[0068] Figure 5 is another schematic flow chart of a torque adjustment method provided by the embodiments of the present application.

[0069] Figure 6 is another schematic flow chart of a torque adjustment method provided by the embodiments of the present application.

[0070] Figure 7 is a schematic block diagram of a torque adjustment device provided by the embodiments of the present application. DETAILED DESCRIPTION

[0071] In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in the present text only means a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone.

[0072] The prefix words such as "first", "second" in the embodiments of the present application are only used to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of ordinal words such as "first" in the embodiments of the present application does not constitute a limitation on the described objects, and the description of the described objects should be referred to the description of the context in the claims or embodiments, and should not constitute redundant limitation because of the use of such prefix words. In addition, in the description of the embodiments, unless otherwise stated, the meaning of "multiple" is two or more than two.

[0073] As described previously, when the vehicle is in the energy recovery state and passes through the non-normal paved road, the driving wheel can be in the state of disengaging from the ground or slipping. At this time, the driving wheel is subjected to the recovery torque, which can cause the wheel speed and speed deviation to expand, causing the slip rate to break through a certain threshold, thereby triggering the ABS or DTC. When the ABS or DTC is triggered, the vehicle will exit the energy recovery state, causing the driver to be unable to use the energy recovery for a period of time, thereby causing the user's experience to be poor.

[0074] The embodiments of the present application provide a torque adjusting method and device and a vehicle, which controls the vehicle to perform energy recovery by performing torque intervention, helps to avoid the expansion of the slip rate of the wheel, thereby reducing the probability of triggering the ABS or DTC; at the same time, the vehicle can also be kept in the energy recovery state, which helps to improve the user's driving experience. The technical solutions in the embodiments of the present application will be described below with reference to the accompanying drawings.

[0075] Figure 1 is a functional block diagram of a vehicle 100 provided by the embodiments of the present application. The vehicle 100 can include a perception system 120, a display device 130 and a computing platform 150, wherein the perception system 120 can include one or more sensors for sensing information about the environment around the vehicle 100. For example, the perception system 120 can include a positioning system, which can be a global positioning system (GPS), a Beidou system or other positioning system. The perception system 120 can also include one or more of an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar and a camera device.

[0076] Some or all functions of the vehicle 100 can be controlled by the computing platform 150. The computing platform 150 can include one or more processors, such as processors 151 through 15n (n is a positive integer), which are circuits with the capability of processing signals. In one implementation, the processors can be circuits with the capability of reading and executing instructions, such as central processing units (CPUs), microprocessors, graphics processing units (GPUs) (which can be understood as a kind of microprocessor), digital signal processors (DSPs), and the like. In another implementation, the processors can be circuits with the capability of implementing certain functions through logical relationships of hardware circuits, which are fixed or reconfigurable, such as application-specific integrated circuits (ASICs) or programmable logic devices (PLDs) implemented hardware circuits, such as field programmable gate arrays (FPGAs). In the reconfigurable hardware circuit, the processor loads a configuration document to implement the hardware circuit configuration, which can be understood as the process of the processor loading instructions to implement the functions of some or all of the units described above. In addition, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as a kind of ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), and the like. In addition, the computing platform 150 can also include a memory for storing instructions, and some or all of the processors 151 through 15n can call the instructions in the memory to implement corresponding functions.

[0077] The display device 130 in the cabin is mainly divided into two categories, the first category is a vehicle display screen, and the second category is a projection display screen, such as a HUD. The vehicle display screen is a physical display screen and is an important part of the in-vehicle infotainment system. Multiple display screens can be provided in the cabin, such as a digital instrument display screen, a center control screen, a display screen in front of a passenger (also referred to as a front passenger) at a co-driver position, a display screen in front of a left rear passenger, and a display screen in front of a right rear passenger, or even a vehicle window can be used as a display screen. The head-up display, also known as a head-up display system, is mainly used to display driving information such as speed, navigation, etc. on a display device in front of the driver (such as a windshield). To reduce the driver's eye movement time and avoid pupil changes caused by the driver's eye movement, improve driving safety and comfort. The HUD includes, for example, a combined head-up display (combiner-HUD, C-HUD) system, a windshield head-up display (windshield-HUD, W-HUD) system, and an augmented reality head-up display system (augmented reality HUD, AR-HUD). With the evolution of technology, other types of systems may also appear, which are not limited in the present application.

[0078] Figure 2 A schematic flowchart of a torque adjustment method 200 provided by an embodiment of the present application is shown. The method 200 can be executed by a vehicle, or the method 200 can also be executed by the above-mentioned computing platform, or the method 200 can also be executed by a system-on-a-chip (SoC) in the computing platform, or the method 200 can also be executed by a processor in the computing platform, or the method 200 can also be executed by a vehicle control unit (VCU), or the method 200 can also be executed by a motor control unit (MCU), or the method 200 can also be executed by a system composed of a VCU and an electronic stability control (ESC), or the method 200 can also be executed by a system composed of a VCU and an MCU. As shown in the figure, the method 200 includes the following steps. Figure 2 S210, obtaining a requested torque value. S210, obtaining a requested torque value.

[0079] In one possible implementation, the requested torque value is obtained when the vehicle is in an energy recovery state. The vehicle in the energy recovery state can be understood as the driving motor of the vehicle being in the power generation state, or the driving motor being in the state of converting mechanical energy into electrical energy.

[0080] The vehicle in the energy recovery state can also be understood as the vehicle determining that the energy recovery function is turned on.

[0081] For example, the energy recovery function of the vehicle can be turned on by default. When detecting an operation of a user turning off the energy recovery function through a control on a display screen of the vehicle, the energy recovery function can be turned off. After the energy recovery function is turned off, the vehicle is in a non-energy recovery state.

[0082] For another example, a button of the energy recovery function is included on a steering wheel of the vehicle. When detecting an operation of a user long-pressing the button, the vehicle can be in an energy recovery state.

[0083] In one embodiment, the obtaining the request torque value comprises: determining the request torque value according to at least one of a vehicle speed of the vehicle, an opening degree of an accelerator pedal of the vehicle, and an opening degree of a brake pedal of the vehicle.

[0084] For example, the vehicle can determine the current energy recovery request torque value according to a current opening degree of the accelerator pedal and a current vehicle speed.

[0085] Optionally, a mapping relationship between the opening degree of the accelerator pedal, the vehicle speed, and the energy recovery request torque value can be stored in the vehicle. The vehicle can determine the request torque value according to the current opening degree of the accelerator pedal, the current vehicle speed, and the mapping relationship.

[0086] S220, determining a first intervention torque value according to the wheel acceleration of the vehicle and the vehicle acceleration.

[0087] In one embodiment, the determining the first intervention torque value according to the wheel acceleration of the vehicle and the vehicle acceleration comprises: determining the first intervention torque value according to a difference between the wheel acceleration of the vehicle and the vehicle acceleration.

[0088] In one embodiment, the determining the first intervention torque value according to the wheel acceleration of the vehicle and the vehicle acceleration comprises: determining the first intervention torque value according to a difference between the wheel acceleration of the vehicle and the vehicle acceleration and a mapping relationship between the difference between the wheel acceleration of the vehicle and the vehicle acceleration and the intervention torque value.

[0089] For example, Table 1 shows a mapping relationship between a difference between the wheel acceleration of the vehicle and the vehicle acceleration and the intervention torque value.

[0090] Table 1

[0091] For example, if the difference between the wheel acceleration of the vehicle and the vehicle acceleration is 1.5 m / s2, the first intervention torque value can be determined as the request torque value multiplied by 10%. If the request torque value is 1000 N·m, the first intervention torque value is 100 N·m.

[0092] The mapping relationship between the difference between the wheel acceleration and the vehicle acceleration and the intervention torque value shown in Table 1 is only illustrative, and embodiments of the present application do not make specific limitations thereto.

[0093] In one embodiment, there can also be a functional relationship between the difference between the wheel acceleration and the vehicle acceleration and the intervention torque value. The vehicle can determine the first intervention torque value according to the difference between the wheel acceleration and the vehicle acceleration and the functional relationship.

[0094] In one embodiment, the method 200 further comprises: obtaining a wheel speed fluctuation frequency of the vehicle; determining a second intervention torque value according to the wheel speed fluctuation frequency; and wherein the controlling the vehicle to perform energy recovery according to the request torque value and the first intervention torque value comprises: controlling the vehicle to perform energy recovery according to the request torque value, the first intervention torque value, and the second intervention torque value.

[0095] In one embodiment, the controlling the vehicle to perform energy recovery according to the request torque value and the first intervention torque value comprises: controlling the vehicle to perform energy recovery according to the difference between the request torque value and the first intervention torque value.

[0096] For example, the VCU determines the request torque value to be 1000 N·m according to the current opening degree of the accelerator pedal and the current speed of the vehicle. The VCU determines the first intervention torque value to be 100 N·m according to the wheel acceleration and the vehicle acceleration. Then the VCU can output the difference (900 N·m) between the request torque value and the first intervention torque value to the motor for energy recovery. The motor can perform energy recovery according to the difference.

[0097] In embodiments of the present application, the torque intervention performed by the vehicle in the energy recovery state can be understood as that the absolute value of the torque value output to the motor by the vehicle when performing energy recovery is less than the absolute value of the request torque value determined according to the current driving parameter (for example, one or more of the opening degree of the accelerator pedal, the opening degree of the brake pedal, and the vehicle speed) of the vehicle.

[0098] In one embodiment, the method 200 further comprises: obtaining a wheel speed fluctuation frequency of the vehicle; determining a second intervention torque value according to the wheel speed fluctuation frequency; and wherein the controlling the vehicle to perform energy recovery according to the request torque value and the first intervention torque value comprises: controlling the vehicle to perform energy recovery according to the request torque value, the first intervention torque value, and the second intervention torque value.

[0099] In one embodiment, the determining the second intervention torque value according to the wheel speed fluctuation frequency comprises: determining the second intervention torque value according to the wheel speed fluctuation frequency and a mapping relationship between the wheel speed fluctuation frequency and the intervention torque value.

[0100] For example, Table 2 shows a mapping relationship between the wheel speed fluctuation frequency and the intervention torque value.

[0101] Table 2

[0102] For example, when the current wheel speed fluctuation frequency of the vehicle is 7 Hz, the second intervention torque value can be determined according to the mapping relationship shown in Table 2 as the request torque value multiplied by 20%. If the request torque value is 1000 N·m, then the second intervention torque value is 200 N·m.

[0103] The correspondence between the wheel speed fluctuation frequency and the intervention torque value shown in Table 2 above is only illustrative, and embodiments of the present application are not limited in this regard.

[0104] In one embodiment, the relationship between the wheel speed fluctuation frequency and the intervention torque value can also be a functional relationship.

[0105] In one embodiment, determining the second intervention torque value according to the wheel speed fluctuation frequency includes: determining the type of the road currently traveled by the vehicle according to the wheel speed fluctuation frequency; and determining the second intervention torque value according to the type of the road currently traveled by the vehicle.

[0106] For example, Table 3 shows a mapping relationship between a wheel speed fluctuation frequency, a type of road, and an intervention torque value.

[0107] Table 3

[0108] For example, when the current wheel speed fluctuation frequency of the vehicle is 7.5 Hz, the vehicle can be currently on a bumpy road according to the mapping relationship shown in Table 3. Further, the second intervention torque value can be determined according to the mapping relationship shown in Table 3 as the request torque value multiplied by 20%. If the request torque value is 1000 N·m, then the second intervention torque value is 200 N·m.

[0109] The mapping relationship between the wheel speed fluctuation frequency, the type of road, and the intervention torque value shown in Table 3 above is only illustrative, and embodiments of the present application are not limited in this regard.

[0110] The above describes a process of determining the type of road through the wheel speed fluctuation frequency, and then determining the intervention torque value through the type of road, but embodiments of the present application are not limited thereto. For example, the type of road can also be determined according to data collected by a sensor (e.g., a camera) outside the vehicle cabin, and then the intervention torque value can be determined according to the type of road. In one embodiment, the type of road can also be obtained according to map information, and then the intervention torque value can be determined according to the type of road.

[0111] In one embodiment, controlling the vehicle to perform energy recovery according to the request torque value, the first intervention torque value, and the second intervention torque value includes: determining a third intervention torque value according to the first intervention torque value and the second intervention torque value; and controlling the vehicle to perform energy recovery according to the request torque value and the third intervention torque value.

[0112] In one embodiment, the third intervention torque value is an average of the first intervention torque value and the second intervention torque value.

[0113] For example, the first intervention torque value is 100 N·m, the second intervention torque value is 200 N·m, and the third intervention torque value is 150 N·m.

[0114] In one embodiment, the third intervention torque value is a weighted average of the first intervention torque value and the second intervention torque value.

[0115] For example, the formula for obtaining the third intervention torque value by weighted average of the first intervention torque value and the second intervention torque value can be: Third intervention torque value = first intervention torque value x first weighting coefficient + second intervention torque value x second weighting coefficient wherein the sum of the first weighting coefficient and the second weighting coefficient is 1.

[0116] For example, the first intervention torque value is 100 N·m, the second intervention torque value is 200 N·m, the first weighting coefficient is 0.6, and the second weighting coefficient is 0.4, and the third intervention torque value is 140 N·m.

[0117] In one embodiment, the determining the third intervention torque value according to the first intervention torque value and the second intervention torque value comprises: determining the lower torque value between the first intervention torque value and the second intervention torque value as the third intervention torque value.

[0118] For example, the first intervention torque value is 100 N·m, the second intervention torque value is 200 N·m, and the third intervention torque value is 100 N·m.

[0119] In one embodiment, the method 200 further comprises: obtaining a slip rate of the vehicle; determining a correction coefficient according to the slip rate; wherein the controlling the vehicle to perform energy recovery according to the request torque value and the third intervention torque value comprises: determining a fourth intervention torque value according to the third intervention torque value and the correction coefficient; and controlling the vehicle to perform energy recovery according to the request torque value and the fourth intervention torque value.

[0120] In one embodiment, the determining the correction coefficient according to the slip rate comprises: determining the correction coefficient according to the slip rate and a mapping relationship between the slip rate and the correction coefficient.

[0121] For example, Table 4 shows a mapping relationship between a slip rate and a correction coefficient.

[0122] Table 4

[0123] For example, when the current slip ratio of the vehicle is 12%, the correction coefficient can be determined according to the mapping relationship shown in Table 4 as 1.1.

[0124] The mapping relationship between the slip ratio and the correction coefficient shown in Table 4 above is only illustrative, and embodiments of the present application are not limited in this regard.

[0125] In one embodiment, the relationship between the slip ratio and the correction coefficient can also be a functional relationship.

[0126] In one embodiment, the fourth intervention torque value is the third intervention torque value multiplied by the correction coefficient. For example, the correction coefficient is 1.1 and the third intervention torque value is 100 N·m, then the fourth intervention torque value is 110 N·m.

[0127] In one embodiment, according to the request torque value and the fourth intervention torque value, the vehicle is controlled to perform energy recovery, including: according to the difference between the request torque value and the fourth intervention torque value, the vehicle is controlled to perform energy recovery.

[0128] For example, the VCU determines the request torque value to be 1000 N·m according to the current opening of the accelerator pedal and the current speed of the vehicle. The VCU determines the first intervention torque value to be 100 N·m according to the wheel acceleration and the vehicle acceleration. The VCU determines the second intervention torque value to be 200 N·m according to the wheel speed fluctuation frequency. The third intervention torque value can be the minimum value between the first intervention torque value and the second intervention torque value. The VCU determines the correction coefficient to be 1.1 according to the current slip ratio of the vehicle. The VCU can determine the fourth intervention torque value (e.g., 110 N·m) according to the correction coefficient and the third intervention torque value. Then the VCU can output the difference (890 N·m) between the request torque value and the fourth intervention torque value to the motor for energy recovery. The motor can perform energy recovery according to the difference. In one embodiment, the above method can also be performed by a motor controller or other controller.

[0129] The above is described by way of example of determining the correction coefficient by the slip ratio, and embodiments of the present application are not limited thereto. For example, a fifth intervention torque value can also be determined according to the current slip ratio of the vehicle.

[0130] In one embodiment, the fifth intervention torque value is determined according to the current slip ratio of the vehicle, including: the fifth intervention torque value is determined according to the current slip ratio of the vehicle and a mapping relationship between the slip ratio and the intervention torque value.

[0131] For example, Table 5 shows a mapping relationship between the slip ratio and the intervention torque value.

[0132] Table 5

[0133] For example, when the current slip ratio of the vehicle is 12% and the requested torque value is 1000 N·m, the fifth intervention torque value can be determined according to the mapping relationship shown in Table 5 as 300 N·m.

[0134] In one embodiment, the vehicle can be controlled to perform energy recovery according to the requested torque value, the first intervention torque value, the second intervention torque value, and the fifth intervention torque value.

[0135] For example, the VCU determines that the requested torque value is 1000 N·m according to the current opening of the accelerator pedal and the current speed of the vehicle. The VCU determines that the first intervention torque value is 100 N·m according to the wheel acceleration and the vehicle acceleration. The VCU determines that the second intervention torque value is 200 N·m according to the wheel speed fluctuation frequency. The VCU determines that the fifth intervention torque value is 300 N·m according to the current slip ratio of the vehicle. Then, the VCU can output a difference (800 N·m) between the requested torque value and the average (200 N·m) of the first intervention torque value, the second intervention torque value, and the fifth intervention torque value to the motor, so that the motor can perform energy recovery according to the difference.

[0136] Alternatively, the torque output to the motor can also be calculated by weighted average. For example, the weighted coefficient of the first intervention torque value is 0.3, the weighted coefficient of the second intervention torque value is 0.5, and the weighted coefficient of the fifth intervention torque value is 0.2. The VCU can output a difference (810 N·m) between the requested torque value and the weighted average (190 N·m) of the first intervention torque value, the second intervention torque value, and the fifth intervention torque value to the motor, so that the motor can control the vehicle to perform energy recovery according to the difference.

[0137] The mapping relationship between the slip ratio and the intervention torque value shown in Table 5 is only illustrative, and embodiments of the present application do not make specific limitations thereto.

[0138] In one embodiment, the method 200 further includes: obtaining a slip ratio of the vehicle; determining a correction coefficient according to the slip ratio; wherein the controlling the vehicle to perform energy recovery according to the requested torque value and the first intervention torque value includes: determining a fifth intervention torque value according to the first intervention torque value and the correction coefficient; and controlling the vehicle to perform energy recovery according to the requested torque value and the fifth intervention torque value.

[0139] The process of determining the correction coefficient according to the slip ratio can refer to the description in the above embodiments, which will not be described here again.

[0140] For example, the VCU determines the request torque value as 1000 N·m according to the current accelerator pedal opening and the current vehicle speed. The VCU determines the first intervention torque value as 100 N·m according to the wheel acceleration and the vehicle acceleration. The VCU determines the correction coefficient as 1.1 according to the current vehicle slip ratio. Then the VCU can output the difference (890 N·m) between the request torque value and the product of the first intervention torque value and the correction coefficient to the motor for energy recovery. The motor can perform energy recovery according to the difference between the request torque value and the first intervention torque value.

[0141] The above is an example of determining the correction coefficient according to the slip ratio. The embodiments of the present application are not limited thereto. For example, a fifth intervention torque value can also be determined according to the current vehicle slip ratio. The vehicle can be controlled to perform energy recovery according to the request torque value, the first intervention torque value and the fifth intervention torque value.

[0142] For example, the VCU determines the request torque value as 1000 N·m according to the current accelerator pedal opening and the current vehicle speed. The VCU determines the first intervention torque value as 100 N·m according to the wheel acceleration and the vehicle acceleration. The VCU determines the fifth intervention torque value as 300 N·m according to the current vehicle slip ratio. The average of the first intervention torque value and the fifth intervention torque value is 200 N·m. Then the VCU can output the difference (800 N·m) between the request torque value and the average to the motor for energy recovery. The motor can perform energy recovery according to the difference between the request torque value and the average.

[0143] Alternatively, the difference (e.g., 900 N·m) between the request torque value and the minimum value between the first intervention torque value and the fifth intervention torque value can be output to the motor. The motor can perform energy recovery according to the difference.

[0144] In one embodiment, the method 200 further comprises: when the number of times of torque intervention in controlling the vehicle to perform energy recovery is greater than or equal to a preset number of times, controlling the vehicle to perform energy recovery according to the historical torque intervention value; or when the time length of torque intervention in controlling the vehicle to perform energy recovery is greater than or equal to a preset time length, controlling the vehicle to perform energy recovery according to the historical torque intervention value.

[0145] For example, the vehicle is in the energy recovery state and drives on a certain road section, and the number of times of torque intervention is greater than or equal to 3, for example, at T 1-For example, at T2, the request torque value is 1000 N·m and the intervention torque value is 200 N·m, and the motor can perform energy recovery according to the difference between the request torque value and the intervention torque value (800 N·m). For another example, at T2-T3, the request torque value is 800 N·m and the intervention torque value is 200 N·m, and the motor can perform energy recovery according to the difference between the request torque value and the intervention torque value (600 N·m). For another example, at T3-T4, the request torque value is 500 N·m and the intervention torque value is 100 N·m, and the motor can perform energy recovery according to the difference between the request torque value and the intervention torque value (400 N·m). After the vehicle performs the torque intervention for three times, the vehicle can control the vehicle to perform energy recovery by using the average value of the torque used by the motor in the previous three times (for example, 600 N·m) after T4.

[0146] For example, when the vehicle is in the energy recovery state and drives on a certain road section, if the duration of the torque intervention is greater than or equal to 30 seconds, the vehicle can perform energy recovery according to the average value of the torque used by the motor in 30 seconds.

[0147] In an embodiment, the historical torque intervention value can further include an intervention torque value determined when the vehicle drives on other road sections before driving on the first road section. Alternatively, the historical torque intervention value can further include an intervention torque value determined when the vehicle drives on the first road section last time.

[0148] In the embodiments of the present application, when the number of times or the duration of the torque intervention meets the condition when the vehicle is controlled to perform energy recovery, the vehicle can be controlled to perform energy recovery according to the historical torque intervention value. In this way, the computing resources of the vehicle can be saved, and the vehicle can also be prevented from triggering ABS or DTC in the subsequent driving process.

[0149] In an embodiment, the method 200 further includes: when the vehicle is controlled to perform energy recovery, increasing the braking torque of the braking system of the vehicle and / or starting the wind resistance lifting device.

[0150] For example, the wind resistance lifting device includes, but is not limited to, a spoiler, a tail wing, etc.

[0151] For example, increasing the braking torque of the braking system of the vehicle includes supplementing the hydraulic braking torque through the chassis hydraulic braking system.

[0152] In the embodiments of the present application, the braking torque of the braking system of the vehicle can be increased and / or the wind resistance lifting device can be started when the torque intervention is performed, which helps to avoid the increase of the braking distance of the vehicle due to continuous torque intervention, and helps to improve the safety of the vehicle. At the same time, the user can also be prevented from feeling the front surge when the torque intervention is performed, and the driving experience of the user can be improved.

[0153] When the vehicle is controlled to perform energy recovery, the user may feel that the deceleration effect of the vehicle is reduced due to the torque intervention. In the embodiment of the application, the user can also be prompted that the deceleration effect of the vehicle is reduced through the instrument screen prompt and the voice prompt when the torque intervention is performed.

[0154] Figure 3 A set of graphical user interfaces (GUIs) provided by the embodiment of the application are shown. When the vehicle is in the energy recovery state and the vehicle is performing torque intervention, the prompt information "the vehicle is in the energy recovery state and the vehicle is performing torque intervention, the deceleration effect is reduced, please pay attention to the following distance" is displayed through the instrument screen. At the same time, the user can also be prompted "please pay attention to the following distance" through the voice.

[0155] The above is described by taking the vehicle display screen and the voice prompt as an example, and the embodiment of the application is not limited thereto. For example, the user can also be prompted through the change of the atmosphere lamp color, the steering wheel vibration and the like.

[0156] Figure 4 A schematic flowchart of a torque adjustment method 400 provided by the embodiment of the application is shown. The method 400 can be performed by the vehicle, or the method 400 can also be performed by the computing platform described above, or the method 400 can also be performed by the SOC in the computing platform, or the method 400 can also be performed by the processor in the computing platform, or the method 400 can also be performed by the VCU, or the method 400 can also be performed by the MCU, or the method 400 can also be performed by the system composed of the VCU and the ESC, or the method 400 can also be performed by the system composed of the VCU and the MCU. As shown in the figure, the method 400 includes the following steps. Figure 4 S410, obtaining a requested torque value. S410, obtaining a requested torque value.

[0157] In one embodiment, the torque value is obtained, including: obtaining the requested torque value when the vehicle is in the energy recovery state.

[0158] The process of S410 can refer to the process of S210 described above, and will not be described here.

[0159] S420, determining a second intervention torque value according to a wheel speed fluctuation frequency of the vehicle.

[0160] The process of determining the second intervention torque value through the wheel speed fluctuation frequency can refer to the description in the above embodiments, and will not be described here.

[0161] In one embodiment, the determining the second intervention torque value according to the wheel speed fluctuation frequency of the vehicle comprises: determining a road surface type according to the wheel speed fluctuation frequency; and determining the second intervention torque value according to the road surface type.

[0162] S430, controlling the vehicle to perform energy recovery according to the requested torque value and the second intervention torque value.

[0163] In one embodiment, the controlling the vehicle to perform energy recovery according to the requested torque value and the second intervention torque value comprises: controlling the vehicle to perform energy recovery according to a difference between the requested torque value and the second intervention torque value.

[0164] For example, the VCU determines that the requested torque value is 1000 N·m according to the opening degree of the current accelerator pedal and the current vehicle speed. The VCU determines that the second intervention torque value is 200 N·m according to the current wheel speed fluctuation frequency and the mapping relationship shown in Table 2. Then, the VCU can output the difference (800 N·m) between the requested torque value and the first intervention torque value to the motor for energy recovery. The motor can perform energy recovery according to the difference between the requested torque value and the second intervention torque value.

[0165] In the embodiments of the present application, the wheel speed fluctuation frequencies of the vehicle when driving on the normally paved road surface and the non-normally paved road surface are different. The wheel speed fluctuation frequency is also considered when the torque intervention is performed. Thus, the wheel speed fluctuation frequency is used to identify whether the vehicle is currently on the normally paved road surface or the non-normally paved road surface. In this way, the wheel speed fluctuation is suppressed by the torque intervention, which can avoid the expansion of the wheel slip rate and reduce the probability of triggering the ABS or the DTC. At the same time, the vehicle can always remain in the energy recovery state, which is helpful to improve the user's driving experience.

[0166] In one embodiment, the present application provides a torque adjustment method, which comprises: obtaining a requested torque value; determining a second intervention torque value according to the type of the road surface on which the vehicle is located; and controlling the vehicle to perform energy recovery according to the requested torque value and the second intervention torque value.

[0167] In one embodiment, before the determining the second intervention torque value according to the type of the road surface on which the vehicle is located, the method further comprises: determining the type of the road surface according to the wheel speed fluctuation frequency of the vehicle; or determining the type of the road surface according to the data collected by the sensor outside the vehicle cabin; or obtaining the type of the road surface according to map information.

[0168] In one embodiment, the vehicle stores a mapping relationship between the types of the road surfaces and the intervention torque values.

[0169] Figure 5A schematic flow chart of a torque adjusting method 500 provided by an embodiment of the present application is shown. The method 500 can be performed by a vehicle, or the method 500 can also be performed by the above-mentioned computing platform, or the method 500 can also be performed by an SOC in the computing platform, or the method 500 can also be performed by a processor in the computing platform, or the method 500 can also be performed by a VCU, or the method 500 can also be performed by an MCU, or the method 500 can also be performed by a system composed of a VCU and an ESC, or the method 500 can also be performed by a system composed of a VCU and an MCU. As shown in the figure, the method 500 includes the following steps. Figure 5 S510, obtaining a requested torque value.

[0170] In one embodiment, the obtaining of the torque value includes: obtaining the requested torque value when the vehicle is in an energy recovery state.

[0171] The process of S510 above can refer to the process of S210 above, and will not be repeated here.

[0172] S520, determining a fifth intervention torque value according to a slip rate of the vehicle.

[0173] The process of determining the fifth intervention torque value according to the slip rate of the vehicle above can refer to the description in the above embodiments, and will not be repeated here.

[0174] S530, controlling the vehicle to perform energy recovery according to the requested torque value and the fifth intervention torque value.

[0175] For example, the VCU determines that the requested torque value is 1000 N·m according to the opening degree of the current accelerator pedal and the current vehicle speed. The VCU determines that the fifth intervention torque value is 300 N·m according to the current slip rate and the mapping relationship shown in Table 5 above. Then the VCU can output the difference (700 N·m) between the requested torque value and the first intervention torque value to the motor for energy recovery. The motor can perform energy recovery according to the difference between the requested torque value and the fifth intervention torque value.

[0176] In one embodiment, the method 500 includes: determining a correction coefficient according to the slip rate of the vehicle.

[0177] For example, Table 6 shows another mapping relationship between a slip rate and a correction coefficient.

[0178] Table 6

[0179] ​For example, when the slip rate of the vehicle is 12%, the correction coefficient can be determined as 0.7 according to the mapping relationship shown in Table 6. Then the vehicle can obtain a final intervention torque value (for example, 700 N·m) according to the product of the requested torque value and the correction coefficient, so that the motor can perform energy recovery according to the intervention torque value.

[0180] The mapping relationship between the slip rate and the intervention torque value shown in Table 6 is only illustrative, and embodiments of the present application are not limited in this regard.

[0181] In embodiments of the present application, the slip rate of the vehicle can be considered when performing torque intervention. In this way, the fifth intervention torque value can be determined by the slip rate, so that the vehicle can be controlled to perform energy recovery according to the requested torque value and the fifth intervention torque value. In this way, the slip rate of the wheel can be avoided to expand, and the probability of triggering ABS or DTC can be reduced; at the same time, the vehicle can always remain in the energy recovery state, which is helpful to improve the user's driving experience.

[0182] The above various embodiments can be combined with each other. For example, the method 400 and the method 500 can be combined with each other. For example, the VCU determines that the requested torque value is 1000 N·m according to the current opening degree of the accelerator pedal and the current speed of the vehicle. The VCU determines that the second intervention torque value is 200 N·m according to the current wheel speed fluctuation frequency and the mapping relationship shown in Table 2. The VCU determines that the fifth intervention torque value is 300 N·m according to the current slip rate and the mapping relationship shown in Table 5. Then the VCU can output the difference (750 N·m) between the average value of the requested torque value, the second intervention torque value and the fifth intervention torque value to the motor for energy recovery. The motor can perform energy recovery according to the difference.

[0183] For another example, the VCU determines that the requested torque value is 1000 N·m according to the current opening degree of the accelerator pedal and the current speed of the vehicle. The VCU determines that the second intervention torque value is 200 N·m according to the current wheel speed fluctuation frequency and the mapping relationship shown in Table 2. The VCU determines that the correction coefficient is 1.1 according to the current slip rate and the mapping relationship shown in Table 4. Then the VCU can output the difference (780 N·m) between the product of the requested torque value, the second intervention torque value and the correction coefficient to the motor for energy recovery. The motor can perform energy recovery according to the difference.

[0184] Figure 6 A schematic flowchart of a torque adjustment method 600 provided by embodiments of the present application is shown. The method can be performed by a system composed of a VCU, an MCU, an ESC and a motor. The method 600 includes: S601, the VCU obtains a requested torque value T0.

[0185] The request torque T0 can be the request torque value described above.

[0186] For example, the VCU can determine the request torque value T0 according to the opening degree of the accelerator pedal of the current vehicle and the speed of the current vehicle.

[0187] S602, the VCU obtains the wheel information sent by the ESC.

[0188] For example, the wheel information includes the number of periodic fluctuations of the wheel speed.

[0189] S603, the VCU determines the wheel speed fluctuation frequency according to the wheel information.

[0190] S604, the VCU determines the intervention torque value T1 according to the wheel speed fluctuation frequency.

[0191] The intervention torque value T1 above can be the second intervention torque value described above.

[0192] In one embodiment, the VCU can also determine the intervention magnitude according to the wheel speed fluctuation frequency, and then determine T1 according to the intervention magnitude and T0. For example, the value range of the intervention magnitude is [0, 1). The intervention torque value T1 can be T0 multiplied by the intervention magnitude.

[0193] According to different wheel speed fluctuation frequencies, the road surface type can be distinguished, and the torque intervention magnitude can be selected in real time.

[0194] In one embodiment, the method 600 includes: the VCU determines the intervention torque value T1 according to the type of the road surface on which the current vehicle is located.

[0195] For example, the VCU can determine the type of the road surface according to map information, or the VCU can determine the type of the road surface according to data collected by sensors outside the vehicle cabin, or the VCU can determine the type of the road surface according to the wheel speed fluctuation frequency.

[0196] S605, the VCU obtains the wheel acceleration and vehicle acceleration information sent by the ESC.

[0197] S606, the VCU determines the intervention torque value T2 according to the wheel acceleration and the vehicle acceleration.

[0198] The intervention torque value T2 above can be the first intervention torque value described above.

[0199] The process in which the VCU determines the intervention torque value T2 according to the wheel acceleration and the vehicle acceleration above can refer to the description in the above embodiments, which will not be described here.

[0200] In the ABS or DTC mis-triggering scenario, the wheel acceleration of the energy recovery axis is often greater than the vehicle acceleration. After the difference between the wheel acceleration and the vehicle acceleration exceeds a certain threshold, the ABS or DTC is triggered subsequently. The torque intervention value is calculated based on the difference, which can effectively prevent the triggering of the ABS or DTC.

[0201] The energy recovery axis can be an axis on which a driving motor is mounted and energy recovery is performed. For example, the rear wheel axis of some electric vehicles is mounted with a driving motor, and the front wheel axis and the rear wheel axis of some electric vehicles are both mounted with driving motors.

[0202] S607, the VCU obtains the wheel speed and vehicle speed information sent by the ESC.

[0203] S608, the VCU determines the current slip ratio of the vehicle according to the wheel speed and the vehicle speed.

[0204] S609, the VCU determines the correction coefficient a according to the slip ratio.

[0205] The VCU determines the correction coefficient a according to the slip ratio described above can refer to the description in the above embodiments, which will not be described here.

[0206] The triggering of the ABS is closely related to the slip ratio. The introduction of the slip ratio to calculate the correction coefficient a to correct the torque intervention value can not only prevent the triggering of the ABS, but also control the vehicle to use the limit slip ratio to obtain the maximum grip force and effectively decelerate.

[0207] There is no actual sequence between S601, S602-S604, S605-S606, S607-S609.

[0208] S610, the VCU controls the vehicle to perform energy recovery according to T0, T1, T2 and a.

[0209] In one embodiment, the VCU controls the vehicle to perform energy recovery according to T0, T1, T2 and a, including: the VCU determines the energy recovery torque T3 according to T0, T1, T2 and a. The VCU outputs T3 to the MCU, so that the MCU controls the motor to perform energy recovery according to T3.

[0210] The calculation process of T0, T1, T2 and a in the above method 200 can be implemented in the VCU or in the MCU, and the embodiments of the present application do not limit this.

[0211] For example, the calculation formula of T3 is shown in formula (1): (1) Figure 7 A schematic block diagram of a torque adjusting device 700 provided by an embodiment of the present application is shown. As shown in the figure, the torque adjusting device 700 includes a VCU 710 and a MCU 720.Figure 7 As shown in the figure, the apparatus 700 comprises: an acquisition unit 710 configured to acquire a requested torque value; a determination unit 720 configured to determine a first intervention torque value according to a wheel acceleration of the vehicle and a vehicle acceleration; and a control unit 730 configured to control the vehicle to perform energy recovery according to the requested torque value and the first intervention torque value.

[0212] Optionally, the acquisition unit 710 is further configured to acquire a road surface type; the determination unit 720 is further configured to determine a second intervention torque value according to the road surface type; and the control unit 730 is configured to control the vehicle to perform energy recovery according to the requested torque value, the first intervention torque value and the second intervention torque value.

[0213] Optionally, the acquisition unit 710 is configured to acquire a wheel speed fluctuation frequency of the vehicle; and the road surface type is determined according to the wheel speed fluctuation frequency.

[0214] Optionally, the acquisition unit 710 is further configured to acquire a wheel speed fluctuation frequency of the vehicle; and the determination unit 720 is further configured to determine the second intervention torque value according to the wheel speed fluctuation frequency.

[0215] Optionally, the determination unit 720 is configured to determine a third intervention torque value according to the first intervention torque value and the second intervention torque value; and the control unit 730 is configured to control the vehicle to perform energy recovery according to the requested torque value and the third intervention torque value.

[0216] Optionally, the determination unit 720 is configured to determine the third intervention torque value as the lower one of the first intervention torque value and the second intervention torque value.

[0217] Optionally, the acquisition unit 710 is further configured to acquire a slip rate of the vehicle; the determination unit 720 is further configured to determine a correction coefficient according to the slip rate; the control unit 730 is configured to determine a fourth intervention torque value according to the third intervention torque value and the correction coefficient; and the control unit 730 is configured to control the vehicle to perform energy recovery according to the requested torque value and the fourth intervention torque value.

[0218] Optionally, the acquisition unit 710 is further configured to acquire a slip rate of the vehicle; the determination unit 720 is further configured to determine a correction coefficient according to the slip rate; the control unit 730 is configured to determine a fifth intervention torque value according to the first intervention torque value and the correction coefficient; and the control unit 730 is configured to control the vehicle to perform energy recovery according to the requested torque value and the fifth intervention torque value.

[0219] Optionally, the control unit 730 is further configured to, when the number of times of torque intervention in controlling the vehicle to perform energy recovery is greater than or equal to a preset number of times, control the vehicle to perform energy recovery according to the historical torque intervention value; or when the time length of torque intervention in controlling the vehicle to perform energy recovery is greater than or equal to a preset time length, control the vehicle to perform energy recovery according to the historical torque intervention value.

[0220] Optionally, the control unit 730 is further configured to, when controlling the vehicle to perform energy recovery, increase the braking torque of the braking system of the vehicle, and / or start the wind resistance boosting device.

[0221] Optionally, the acquisition unit 710 is configured to determine the requested torque value according to at least one of the vehicle speed, the opening degree of the accelerator pedal of the vehicle, and the opening degree of the brake pedal of the vehicle.

[0222] In one embodiment, the acquisition unit 710 is configured to acquire the requested torque value when the vehicle is in an energy recovery state; the determination unit 720 is configured to determine a second intervention torque value according to the wheel fluctuation frequency of the vehicle; and the control unit 730 is configured to control the vehicle to perform energy recovery according to the requested torque value and the second intervention torque value.

[0223] In one embodiment, the acquisition unit 710 is configured to acquire the requested torque value when the vehicle is in an energy recovery state; the determination unit 720 is configured to determine a fifth intervention torque value according to the slip rate of the vehicle; and the control unit 730 is configured to control the vehicle to perform energy recovery according to the requested torque value and the fifth intervention torque value.

[0224] For example, the acquisition unit 710 can be a computing platform or a processing circuit, a processor or a controller in the computing platform in Figure 1 For example, the acquisition unit 710 can be a computing platform or a processing circuit, a processor or a controller in the computing platform in

[0225] For example, the determination unit 720 can be a computing platform or a processing circuit, a processor or a controller in the computing platform in Figure 1The processor 152 can obtain the wheel acceleration and the vehicle acceleration from the ESC, and determine the first intervention torque value according to the wheel acceleration and the vehicle acceleration. Alternatively, the processor 152 can obtain the wheel information from the ESC, and determine the wheel speed fluctuation frequency according to the wheel information. Thus, the second intervention torque value can be determined according to the wheel speed fluctuation frequency. Alternatively, the processor 152 can obtain the current vehicle speed and the wheel speed information from the ESC, and determine the slip ratio of the vehicle according to the vehicle speed and the wheel speed. Thus, the correction coefficient or the fifth intervention torque value can be determined according to the slip ratio.

[0226] For another example, the functions implemented by the control unit 730 can be implemented by the processor 153 in the computing platform or the processing circuit, the processor or the controller in the computing platform. Figure 1 For another example, the functions implemented by the control unit 730 can be implemented by the processor 153 in the computing platform or the processing circuit, the processor or the controller in the computing platform.

[0227] The functions implemented by the obtaining unit 710, the functions implemented by the determining unit 720 and the functions implemented by the control unit 730 can be implemented by different processors respectively, or part of the functions can be implemented by the same processor, or all the functions can be implemented by the same processor, which is not limited in the embodiments of the present application.

[0228] It should be understood that the division of units in the above apparatus is only a logical functional division, and all or part of them can be integrated into a physical entity or physically separated when actually implemented. In addition, the units in the apparatus can be implemented in the form of processor calling software; for example, the apparatus includes a processor connected with a memory, and the memory stores instructions, and the processor calls the instructions stored in the memory to implement any of the above methods or realize the functions of the units of the apparatus, wherein the processor is, for example, a general processor such as a CPU or a microprocessor, and the memory is an internal memory of the apparatus or an external memory of the apparatus. Alternatively, the units in the apparatus can be implemented in the form of hardware circuit, and the functions of part or all of the units can be realized by the design of the hardware circuit, which can be understood as one or more processors; for example, in one implementation, the hardware circuit is an ASIC, and the functions of part or all of the units are realized by the design of the logical relationship of elements in the circuit; for example, in another implementation, the hardware circuit is a PLD, and taking FPGA as an example, it can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by a configuration file, so as to realize the functions of part or all of the units. All units of the above apparatus can be implemented in the form of processor calling software, or all units can be implemented in the form of hardware circuit, or part of the units can be implemented in the form of processor calling software, and the remaining part can be implemented in the form of hardware circuit. In the embodiments of the present application, the processor is a circuit with signal processing capability. In one implementation, the processor can be a circuit with instruction reading and running capability, such as CPU, microprocessor, GPU, or DSP, etc. In another implementation, the processor can realize certain functions through the logical relationship of hardware circuit, and the logical relationship of the hardware circuit is fixed or can be reconfigured, such as ASIC or PLD implemented hardware circuit, such as FPGA. In the reconfigurable hardware circuit, the process of loading the configuration document by the processor to realize the configuration of the hardware circuit can be understood as the process of loading the instructions by the processor to realize the functions of part or all of the units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as a kind of ASIC, such as NPU, TPU, DPU, etc.

[0229] It can be seen that each unit in the above apparatus can be one or more processors (or processing circuits) configured to implement the above methods, such as CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms. In addition, all or part of each unit in the above apparatus can be integrated together or can be independently implemented. In one implementation, the units are integrated together to be implemented in the form of a SOC. The SOC can include at least one processor for implementing the functions of any of the above methods or implementing the functions of each unit of the apparatus. The at least one processor can be of different types, such as including a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, and the like.

[0230] Embodiments of the present application also provide a device including a processing unit and a storage unit, wherein the storage unit is configured to store instructions, and the processing unit is configured to execute the instructions stored in the storage unit to cause the device to perform the methods or steps performed by the above embodiments.

[0231] Optionally, if the device is located in a vehicle, the processing unit can be Figure 1 the processor 151-15n shown.

[0232] Embodiments of the present application also provide a vehicle, which can include the device 600, the device 700 or the device 800.

[0233] Embodiments of the present application also provide a computer program product, which includes computer program code, and when the computer program code is executed on a computer, the computer is caused to perform the above method.

[0234] Embodiments of the present application also provide a computer readable medium, which stores program code, and when the computer program code is executed on a computer, the computer is caused to perform the above method.

[0235] In the implementation process, each step of the above method can be completed by the integrated logic circuit of hardware in the processor or the instruction in the form of software. The method disclosed in the embodiments of the present application can be directly embodied as a hardware processor for execution, or a combination of hardware and software modules in the processor for execution. The software module can be located in a random access memory, a flash memory, a read-only memory, a programmable read-only memory, an electrically erasable programmable memory, a register, and other mature storage media in the art. The storage medium is located in the memory, and the processor reads the information in the memory and combines the hardware to complete the steps of the above method. To avoid repetition, it will not be described in detail here.

[0236] It should be understood that in the embodiments of the present application, the memory can include a read-only memory and a random access memory, and provide instructions and data to the processor.

[0237] It should also be understood that the size of the sequence of the above processes does not mean the order of execution, the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the application.

[0238] Those skilled in the art can realize that the units and algorithm steps of the examples described in combination with the embodiments disclosed herein can be realized in electronic hardware or a combination of computer software and electronic hardware. Whether the functions are realized in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to realize the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0239] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the above-described system, device and unit can refer to the corresponding process in the foregoing method embodiments, which will not be repeated here.

[0240] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other ways. For example, the above-described device embodiments are only schematic, for example, the division of the units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, device or unit, and can be electrical, mechanical or other forms.

[0241] The units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, that is, they can be located in one place, or can be distributed on a plurality of network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

[0242] In addition, each functional unit in each embodiment of the present application can be integrated into a processing unit, or each unit can exist physically, or two or more units can be integrated into one unit.

[0243] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or the parts that contribute to the prior art or parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0244] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A torque adjustment method, characterized in that, include: Get the requested torque; The fifth intervention torque value is determined based on the vehicle's slip ratio; The vehicle is controlled to perform energy recovery based on the requested torque and the fifth intervention torque value.

2. The method according to claim 1, characterized in that, The method further includes: The first intervention torque value is determined based on the vehicle's wheel acceleration and overall vehicle acceleration; The vehicle is controlled to perform energy recovery based on the requested torque value and the first intervention torque value.

3. The method according to claim 2, characterized in that, The method further includes: Get the road surface type; Determine the second intervention torque value based on the road surface type; The step of controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value includes: The vehicle is controlled to perform energy recovery based on the requested torque value, the first intervention torque value, and the second intervention torque value.

4. The method according to claim 3, characterized in that, The acquisition of road surface type includes: Obtain the wheel speed fluctuation frequency of the vehicle; The road surface type is determined based on the wheel speed fluctuation frequency.

5. The method according to claim 3 or 4, characterized in that, The step of controlling the vehicle to perform energy recovery based on the requested torque value, the first intervention torque value, and the second intervention torque value includes: The third intervention torque value is determined based on the first intervention torque value and the second intervention torque value; The vehicle is controlled to perform energy recovery based on the requested torque value and the third intervention torque value.

6. The method according to claim 5, characterized in that, The step of determining the third intervention torque value based on the first intervention torque value and the second intervention torque value includes: The lowest torque value between the first intervention torque value and the second intervention torque value is determined as the third intervention torque value.

7. The method according to claim 5 or 6, characterized in that, The method further includes: Obtain the slip ratio of the vehicle; Determine the correction factor based on the slip ratio; The step of controlling the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value includes: The fourth intervention torque value is determined based on the third intervention torque value and the correction coefficient; Based on the requested torque value and the fourth intervention torque value, the vehicle is controlled to perform energy recovery.

8. The method according to claim 2, characterized in that, The method further includes: Obtain the slip ratio of the vehicle; Determine the correction factor based on the slip ratio; The step of controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value includes: The fifth intervention torque value is determined based on the first intervention torque value and the correction coefficient; Based on the requested torque value and the fifth intervention torque value, the vehicle is controlled to perform energy recovery.

9. The method according to any one of claims 1 to 8, characterized in that, The method further includes: When the number of torque interventions during energy recovery in the vehicle is greater than or equal to a preset number, the vehicle is controlled to perform energy recovery based on historical torque intervention values; or... When the duration of torque intervention during energy recovery is greater than or equal to a preset duration, the vehicle is controlled to perform energy recovery based on historical torque intervention values.

10. The method according to any one of claims 1 to 9, characterized in that, The method further includes: When controlling the vehicle to perform energy recovery, increase the braking torque of the vehicle's braking system, and / or activate the wind resistance enhancement device.

11. The method according to any one of claims 1 to 10, characterized in that, The process of obtaining the requested torque value includes: The requested torque value is determined based on at least one of the vehicle speed, the opening of the vehicle's accelerator pedal, and the opening of the vehicle's brake pedal.

12. A torque adjustment device, characterized in that, include: The acquisition unit is used to acquire the requested torque value; The determining unit is used to determine the fifth intervention torque value based on the vehicle's slip ratio; The control unit is configured to control the vehicle to perform energy recovery based on the requested torque value and the fifth intervention torque value.

13. The apparatus according to claim 12, characterized in that, The determining unit is used to determine the first intervention torque value based on the vehicle's wheel acceleration and overall vehicle acceleration; The control unit is configured to control the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value.

14. The apparatus according to claim 13, characterized in that, The acquisition unit is also used to acquire the road surface type; The determining unit is further configured to determine a second intervention torque value based on the road surface type; The control unit is used for: The vehicle is controlled to perform energy recovery based on the requested torque value, the first intervention torque value, and the second intervention torque value.

15. The apparatus according to claim 14, characterized in that, The acquisition unit is further configured to: Obtain the wheel speed fluctuation frequency of the vehicle; The road surface type is determined based on the wheel speed fluctuation frequency.

16. The apparatus according to claim 14 or 15, characterized in that, The determining unit is configured to: determine a third intervention torque value based on the first intervention torque value and the second intervention torque value; The control unit is configured to control the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value.

17. The apparatus according to claim 16, characterized in that, The determining unit is configured to: determine the lowest torque value among the first intervention torque value and the second intervention torque value as the third intervention torque value.

18. The apparatus according to claim 16 or 17, characterized in that, The acquisition unit is also used to acquire the slip ratio of the vehicle; The determining unit is further configured to determine a correction coefficient based on the slip ratio; The control unit is configured to: determine a fourth intervention torque value based on the third intervention torque value and the correction coefficient; Based on the requested torque value and the fourth intervention torque value, the vehicle is controlled to perform energy recovery.

19. The apparatus according to claim 13, characterized in that, The acquisition unit is also used to acquire the slip ratio of the vehicle; The determining unit is further configured to determine a correction coefficient based on the slip ratio; The control unit is configured to: determine a fifth intervention torque value based on the first intervention torque value and the correction coefficient; Based on the requested torque value and the fifth intervention torque value, the vehicle is controlled to perform energy recovery.

20. The apparatus according to any one of claims 13 to 19, characterized in that, The control unit is further configured to, when the number of torque interventions during energy recovery is greater than or equal to a preset number, control the vehicle to perform energy recovery based on historical torque intervention values; or, When the duration of torque intervention during energy recovery is greater than or equal to a preset duration, the vehicle is controlled to perform energy recovery based on historical torque intervention values.

21. The apparatus according to any one of claims 13 to 20, characterized in that, The control unit is also configured to increase the braking torque of the vehicle's braking system and / or activate the wind resistance enhancement device when controlling the vehicle to perform energy recovery.

22. The apparatus according to any one of claims 13 to 21, characterized in that, The acquisition unit is used for: The requested torque value is determined based on at least one of the vehicle speed, the opening of the vehicle's accelerator pedal, and the opening of the vehicle's brake pedal.

23. An apparatus, characterized in that, The device includes: Memory, used to store computer programs; A processor for executing a computer program stored in the memory to cause the apparatus to perform the method as described in any one of claims 1 to 11.

24. A vehicle, characterized in that, Includes the apparatus as described in any one of claims 12 to 22.

25. A computer-readable storage medium, characterized in that, It stores a computer program thereon, which, when executed by a computer, causes the method as described in any one of claims 1 to 11 to be implemented.

26. A chip, characterized in that, The chip includes a processor and a data interface, wherein the processor reads instructions stored in a memory through the data interface to execute the method as described in any one of claims 1 to 11.

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