Vehicle torque control method and vehicle

Abstract

The present disclosure relates to the technical field of vehicle intelligent driving, and provides a vehicle torque control method and a vehicle. When it is detected that a gear position of a vehicle changes and an accelerator pedal opening degree changes, a first engine request torque at a current moment and a second engine request torque at a previous moment of the current moment are acquired. A remaining power of the vehicle is acquired, a target change gradient is determined according to the first engine request torque, the second engine request torque and the remaining power of the vehicle, and the engine request torque of the vehicle is controlled based on the target change gradient. When the driver performs a throttle opening or throttle closing operation during the gear shifting process, the present disclosure adjusts the change gradient of the engine request torque correspondingly, provides a buffer time for the engine response, effectively suppresses the mutation and oscillation of the driving force, guarantees the smoothness of the vehicle torque, and further improves the user's vehicle experience.

Description

Technical Field

[0001] This disclosure relates to the field of intelligent driving technology for vehicles, and in particular to a vehicle torque control method and a vehicle. Background Technology

[0002] In the current vehicle architecture, the front axle includes the engine and the front motor, and the rear axle includes the rear motor. When shifting gears and distributing torque, the torque requirements for the front axle, the engine, and the rear axle are determined separately. After filtering, the final required torque is output for each axle.

[0003] However, if the driver releases or presses the accelerator at this time, the actual torque of the engine will fluctuate, resulting in a difference from the determined engine torque requirement, which will affect the smoothness of the vehicle's power delivery. Summary of the Invention

[0004] In view of this, the purpose of this disclosure is to propose a vehicle torque control method and a vehicle to solve the problem that when the driver releases or presses the accelerator during the current gear shifting process, the actual engine torque fluctuates, resulting in a difference from the determined engine torque requirement and affecting the smoothness of the vehicle's power delivery.

[0005] To achieve the above objectives, a first aspect of this disclosure provides a vehicle torque control method, the method comprising:

[0006] The vehicle gear change and accelerator pedal opening change are detected, and the first engine requested torque at the current moment and the second engine requested torque at the previous moment are obtained.

[0007] Obtain the vehicle's remaining battery power, and determine the target change gradient based on the first engine's requested torque, the second engine's requested torque, and the vehicle's remaining battery power.

[0008] The requested torque of the vehicle engine is controlled based on the target change gradient.

[0009] Based on the same inventive concept, a second aspect of this disclosure provides a vehicle torque control device, comprising:

[0010] The data acquisition module is configured to detect changes in vehicle gear and accelerator pedal opening, and acquire the first engine requested torque at the current moment and the second engine requested torque at the previous moment.

[0011] The gradient change determination module is configured to obtain the vehicle's remaining battery power and determine the target gradient change based on the first engine requested torque, the second engine requested torque, and the vehicle's remaining battery power.

[0012] The torque control module is configured to control the requested torque of the vehicle engine based on the target change gradient.

[0013] Based on the same inventive concept, a third aspect of this disclosure proposes an electronic device including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor, when executing the computer program, implements the vehicle torque control method as described above.

[0014] Based on the same inventive concept, a fourth aspect of this disclosure provides a non-transitory computer-readable storage medium storing computer instructions for causing a computer to execute the vehicle torque control method as described above.

[0015] Based on the same inventive concept, the fifth aspect of this disclosure provides a vehicle including the vehicle torque control device described in the second aspect, the electronic device described in the third aspect, or the storage medium described in the fourth aspect.

[0016] As can be seen from the above, this disclosure proposes a vehicle torque control method and a vehicle. It detects changes in vehicle gear position and accelerator pedal opening, obtains the first engine requested torque at the current moment and the second engine requested torque from the previous moment, where the first engine requested torque is the torque before filtering at the current moment, and the second engine requested torque is the torque after filtering from the previous moment. It also obtains the vehicle's remaining battery power, determines a target change gradient based on the first engine requested torque, the second engine requested torque, and the remaining battery power, controls the vehicle's engine requested torque based on this target change gradient, and determines the degree of change in accelerator pedal opening based on the first and second engine requested torques. The target change gradient of the engine requested torque is determined more accurately based on both the remaining battery power and the degree of change in accelerator pedal opening. Meanwhile, during gear shifting, when the driver releases or presses the accelerator, the engine's requested torque gradient is adjusted accordingly. This is to prevent the engine control unit from responding to changes in the requested torque corresponding to the driver's accelerator pressing and releasing operations, which could lead to a delay in the engine's response and cause fluctuations in the actual engine torque. This provides a buffer time for the engine response, effectively suppressing sudden changes and oscillations in driving force, ensuring the smoothness of the vehicle's torque, and thus improving the user's driving experience. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this disclosure or related technologies, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart of a vehicle torque control method according to an embodiment of the present disclosure;

[0019] Figure 2 This is a flowchart of the vehicle torque control method according to the second embodiment of this disclosure;

[0020] Figure 3 This is a flowchart of a vehicle torque control method according to a third embodiment of the present disclosure;

[0021] Figure 4 This is a schematic diagram of torque change during gear shifting according to an embodiment of the present disclosure;

[0022] Figure 5 This is a structural block diagram of a vehicle torque control device according to an embodiment of the present disclosure;

[0023] Figure 6 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0025] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this disclosure should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in the embodiments of this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0026] The following are definitions of terms used in this disclosure:

[0027] SOC: State of Charge (SOC) is a core parameter that measures the ratio of a battery's remaining usable capacity to its fully charged capacity, usually expressed as a percentage. SOC values ​​range from 0% to 100%, where 0% represents a fully discharged battery and 100% represents a fully charged battery.

[0028] VCU: The Vehicle Control Unit (VCU) is responsible for coordinating and managing the collaborative operation of all systems within the vehicle. It collects real-time data from key components such as the motor, battery, on-board charging system, and braking system to make comprehensive decisions and manage energy, enabling intelligent control of functions such as vehicle drive mode, energy distribution, fault diagnosis, and safety protection.

[0029] TCU: Transmission Control Unit (TCU) monitors various sensor signals such as engine speed, vehicle speed, throttle opening, and driving mode in real time. Using built-in control algorithms and logic, it precisely commands the hydraulic system or electric actuators in the transmission to optimize shift timing, ensure smooth gear switching, and achieve efficient clutch engagement.

[0030] In the current vehicle architecture, the front axle includes the engine and the front motor, and the rear axle includes the rear motor. When shifting gears and distributing torque, the torque requirements for the front axle, the engine, and the rear axle are determined separately. After filtering, the final required torque is output for each axle.

[0031] However, if the driver releases or presses the accelerator at this time, the actual torque of the engine will fluctuate, resulting in a difference from the determined engine torque requirement, which will affect the smoothness of the vehicle's power delivery.

[0032] During gear shifting, to reduce shift shock, the transmission control unit sends a request to the engine control unit to reduce torque. If the driver also releases the accelerator at this time, the engine control unit will quickly reduce fuel injection and ignition timing lag, causing a sharp drop in the engine's actual torque, resulting in a noticeable engine braking sensation, or a jerking feeling.

[0033] When a new gear is about to engage, the transmission control unit sends a request to the engine control unit to restore or preset torque. If the driver presses the accelerator at this moment, the engine torque increases instantaneously, causing the transmission control unit to be unable to readjust in time. This results in a difference between the torque transmitted by the clutch and the actual torque of the engine, thus producing a jolt.

[0034] In other words, during gear shifting, when the accelerator is pressed and released, the engine's requested torque changes accordingly. However, the engine control unit experiences a delay in response, leading to fluctuations in the actual engine torque and affecting the smoothness of the vehicle's power delivery. To address this issue, this embodiment proposes a vehicle torque control method applied to the vehicle controller, such as... Figure 1 As shown, the method includes:

[0035] Step 101: Detect the change in vehicle gear and the change in accelerator pedal opening, and obtain the first engine requested torque at the current moment and the second engine requested torque at the previous moment.

[0036] In practice, when a change in vehicle gear is detected, i.e., when the vehicle is shifting gears, the accelerator pedal opening is monitored. If the accelerator pedal opening changes, the first engine requested torque at the current moment and the second engine requested torque from the previous moment are obtained. The first engine requested torque is the engine requested torque before filtering at the current moment, and the second engine requested torque is the engine requested torque after filtering from the previous moment.

[0037] In this embodiment, the change in accelerator pedal opening corresponds to the activation of either the TipIn or TipOut driving condition, where TipIn indicates pressing the accelerator and TipOut indicates releasing the accelerator. Furthermore, to avoid frequent adjustments to the gradient of the engine's requested torque, this embodiment only adjusts the gradient when the change in accelerator pedal opening exceeds a preset threshold.

[0038] Step 102: Obtain the remaining battery power of the vehicle, and determine the target change gradient based on the requested torque of the first engine, the requested torque of the second engine, and the remaining battery power of the vehicle.

[0039] In practice, the remaining battery power of the vehicle is obtained, and a target change gradient is determined based on the first engine requested torque, the second engine requested torque, and the remaining battery power of the vehicle. The target change gradient is the change in the engine requested torque per unit time.

[0040] Step 103: Control the requested torque of the vehicle engine based on the target change gradient.

[0041] In specific implementation, the vehicle engine requested torque is controlled based on the target change gradient, that is, the target engine requested torque of the vehicle at the current moment is determined according to the target change gradient, that is, the filtered engine requested torque at the current moment.

[0042] In this embodiment, since the requested torque of the vehicle's front axle consists of the requested torque of the vehicle's front motor and the requested torque of the engine, after determining the target requested torque of the engine, the difference between the requested torque of the vehicle's front axle and the target requested torque of the engine can be obtained.

[0043] In other words, the target engine requested torque is the filtered engine requested torque. After obtaining the filtered front axle torque, the difference between the filtered front axle torque and the target engine requested torque is calculated, and the resulting target front motor requested torque is also the filtered front motor requested torque.

[0044] Meanwhile, during gear shifts, to reduce shift shock, the transmission control unit sends a torque reduction request to the engine control unit, meaning the engine requests a decrease in torque during the shift. When the driver presses or releases the accelerator at this time, the engine's requested torque changes accordingly. Since the engine control unit's response is delayed, this results in fluctuations in the actual engine torque. Therefore, it's crucial to minimize the change in the engine's requested torque to provide sufficient response time for the engine's actuators and combustion process, thus preventing system oscillations.

[0045] Furthermore, as the gradient of the engine requested torque decreases, the corresponding change in the engine requested torque decreases. Since the front axle torque of the vehicle remains unchanged, the target vehicle front motor requested torque is obtained by subtracting the front axle requested torque from the target engine requested torque, and thus the target vehicle front motor requested torque will increase.

[0046] The above scheme detects changes in vehicle gear position and accelerator pedal opening, obtaining the first engine requested torque at the current moment and the second engine requested torque from the previous moment. The first engine requested torque is the torque before filtering at the current moment, and the second engine requested torque is the torque after filtering from the previous moment. The remaining vehicle battery power is obtained. A target change gradient is determined based on the first engine requested torque, the second engine requested torque, and the remaining vehicle battery power. The engine requested torque is controlled based on this target change gradient. The degree of change in accelerator pedal opening can be determined based on the first and second engine requested torques. The target change gradient of the engine requested torque is determined by combining the remaining vehicle battery power and the degree of change in accelerator pedal opening, resulting in a more accurate determination of the target change gradient. Meanwhile, during gear shifting, when the driver releases or presses the accelerator, the engine's requested torque gradient is adjusted accordingly. This is to prevent the engine control unit from responding to changes in the requested torque corresponding to the driver's accelerator pressing and releasing operations, which could lead to a delay in the engine's response and cause fluctuations in the actual engine torque. This provides a buffer time for the engine response, effectively suppressing sudden changes and oscillations in driving force, ensuring the smoothness of the vehicle's torque, and thus improving the user's driving experience.

[0047] In this embodiment, the vehicle operation mode is the control mode of the vehicle power system, which includes at least one of the following: pure electric mode, series mode, and direct drive mode. In pure electric mode, the vehicle relies solely on the electric motor and the power battery for power, and the engine does not operate at all. In series mode, the engine does not directly drive the wheels but is used to drive the electric motor to generate electricity or charge the battery, ultimately allowing the electric motor to drive the vehicle alone. In other words, in series mode, the front axle is not in gear, and torque does not reach the wheel ends; therefore, the rate of change in the engine's requested torque does not affect the smoothness of the vehicle's power delivery.

[0048] In direct drive mode, the vehicle's engine power drives the wheels directly through a mechanical transmission without any gear shifting or energy conversion. In other words, in direct drive mode, the engine torque acts directly on the wheels, and changes in the engine's requested torque directly affect the vehicle's smoothness of operation. Therefore, in this embodiment, the application scenario is when the vehicle is in direct drive mode.

[0049] In this embodiment, when the vehicle is in direct drive mode, the engine participates in the operation, specifically in driving the vehicle. Specifically, both the rear-drive motor and the engine are in driving mode; the rear-drive motor drives the rear wheels, and the engine drives the front wheels. The front-drive motor may or may not participate in the operation. When the front-drive motor is participating, it can function as either a drive motor or a generator.

[0050] Specifically, when a vehicle requires high torque output, and the engine's torque output is insufficient, both the engine and the front-drive motor act as drive sources to drive the wheels. In this case, the front-drive motor functions as a drive motor. Conversely, when the vehicle's torque output requirement is low, the engine's torque output can not only drive the wheels but also power the front-drive motor to generate electricity, charging the battery or supplying power to the vehicle's electrical system. In this case, the front-drive motor functions as a generator.

[0051] Furthermore, in the aforementioned direct drive mode, the situation where the front drive motor participates in the operation can also be called "parallel mode." In other words, parallel mode is a special type of direct drive mode.

[0052] In this embodiment, during mold changing and gear shifting, if there is torque disengagement on the front axle, engaging the gear will directly affect the wheels, causing a change in the vehicle's power. Therefore, a torque reduction operation is first required during mold changing and gear shifting, i.e., the engine torque is reduced to 0, and the motor torque is reduced to 0. When both the engine torque and motor torque are reduced to 0, the clutch is disengaged. At this time, the engine is idling, and the power is not associated with the vehicle, thus allowing the gear shifting operation to proceed. The timing of the torque reduction operation needs to be determined based on the intervention signal from the transmission control unit. That is, when the transmission control unit determines that a mold changing and gear shifting is needed, the transmission control unit's intervention function is activated, and an intervention signal is sent to the vehicle controller to perform the engine torque reduction operation.

[0053] Therefore, if the intervention function of the transmission control unit is activated during gear shifting, the intervention function of the transmission control unit will directly limit the engine requested torque to 0, which conflicts with the scheme of controlling the change gradient of the engine requested torque in this embodiment. Therefore, in this embodiment, it is applied to the scenario where the intervention function of the transmission control unit is not activated.

[0054] In this embodiment, as described above, the solution to the problem of engine torque fluctuations during gear shifts due to driver releasing or pressing the accelerator, resulting in a discrepancy with the determined engine torque demand and affecting the smoothness of vehicle power delivery, lies in reducing the gradient of engine torque demand changes, thereby allowing the electric motor to respond to that torque. However, when the launch control function is activated, the vehicle requires rapid torque output. Therefore, reducing the gradient of engine torque demand changes at this time would affect the launch control function. Thus, this embodiment is applied to scenarios where the launch control function is not activated.

[0055] In some embodiments, since the front axle of the vehicle architecture includes a front motor and an engine, the initial gradient of the engine's requested torque is the same as the gradient of the front axle's requested torque. Therefore, when adjusting the gradient of the engine's requested torque, the gradient of the front axle's requested torque can be adjusted accordingly. Specifically, determining the target gradient based on the first engine's requested torque, the second engine's requested torque, and the vehicle's remaining battery power in step 102 includes:

[0056] Step 1021: Determine the target gradient correction factor based on the requested torque of the first engine, the requested torque of the second engine, and the remaining battery power of the vehicle;

[0057] Step 1022: Obtain the requested torque change gradient of the vehicle's front axle, and determine the target change gradient based on the target gradient correction factor and the requested torque change gradient of the vehicle's front axle.

[0058] In specific implementation, a target gradient correction factor is determined based on the requested torque of the first engine, the requested torque of the second engine, and the remaining battery power of the vehicle. The target gradient correction factor is the correction coefficient referenced when adjusting the change gradient of the requested engine torque at the current moment.

[0059] Obtain the gradient of the requested torque change of the vehicle's front axle. Determine the target gradient change based on the target gradient correction factor and the gradient of the requested torque change of the vehicle's front axle, which is to multiply the target gradient correction factor and the gradient of the requested torque change of the vehicle's front axle to obtain the target gradient change.

[0060] For example, if the requested torque change gradient of the vehicle's front axle is 20 Nm / s and the target gradient correction factor is 0.6, then the target change gradient of the requested engine torque is determined to be 12 Nm / s.

[0061] Specifically, the process of determining the target gradient correction factor based on the requested torque of the first engine, the requested torque of the second engine, and the remaining battery power of the vehicle includes:

[0062] Step 10A: Determine the first gradient correction factor based on the requested torque of the first engine and the requested torque of the second engine;

[0063] Step 10B: Determine the second gradient correction factor corresponding to the remaining battery power of the vehicle based on the remaining battery power of the vehicle.

[0064] Step 10C: Take the maximum value of the first gradient correction factor and the second gradient correction factor as the target gradient correction factor.

[0065] In specific implementation, a first gradient correction factor is determined based on the requested torque of the first engine and the requested torque of the second engine. Specifically, the difference between the requested torque of the first engine and the requested torque of the second engine is calculated to obtain the target engine requested torque difference. The target engine requested torque difference is then searched in a database to determine the gradient correction factor corresponding to the target engine requested torque difference; this is the first gradient correction factor. The database stores the correspondence between engine requested torque differences and gradient correction factors.

[0066] In this embodiment, a larger difference in engine requested torque indicates a greater change in throttle pedal opening. For example, a driver applying heavy throttle indicates a desire for high power, and the driving experience changes from a comfortable, unobtrusive feel to a rapid power response and a sense of acceleration. Therefore, the specific relationship between the engine requested torque difference and the gradient correction factor can be described as follows: a larger difference in engine requested torque corresponds to a larger gradient correction factor. In this embodiment, the gradient correction factor is a value less than or equal to 1.

[0067] In other words, the larger the difference in the engine's requested torque, the larger the corresponding gradient correction factor becomes. This means that the gradient correction factor is closer to 1, which is equivalent to a smaller correction for the gradient of the engine's requested torque change. In fact, when the accelerator pedal opening is large enough, there is no need to correct the gradient of the engine's requested torque change.

[0068] Based on the vehicle's remaining battery power, a second gradient correction factor corresponding to the remaining battery power is determined. Specifically, the second gradient correction factor can be determined by searching a database based on the vehicle's remaining battery power. The database stores the correspondence between the vehicle's remaining battery power and the gradient correction factor.

[0069] In this embodiment, when the vehicle's remaining battery power is low, torque should be applied quickly to ensure normal vehicle operation. Therefore, there is no need to reduce the gradient of the engine's requested torque; that is, the larger the corresponding gradient correction factor, the better. In fact, when the vehicle's remaining battery power is sufficiently low, the corresponding second gradient correction factor can be as low as 1. When the vehicle's remaining battery power is high, the overall vehicle power is sufficient. To ensure smooth torque delivery, the gradient of the engine's requested torque should be reduced; that is, the smaller the corresponding gradient correction factor.

[0070] In other words, the relationship between the vehicle's remaining battery power and the gradient correction factor can be described as follows: the smaller the remaining battery power, the larger the corresponding gradient correction factor. In this embodiment, the gradient correction factor is a value less than or equal to 1. That is, the lower the remaining battery power, the closer the corresponding second gradient correction factor is to 1.

[0071] The first gradient correction factor is compared with the second gradient correction factor, and the maximum value between the first and second gradient correction factors is selected as the target gradient correction factor. That is, if the first gradient correction factor is greater than the second gradient correction factor, the first gradient correction factor is used as the target gradient correction factor. If the first gradient correction factor is less than or equal to the second gradient correction factor, the second gradient correction factor is used as the target gradient correction factor.

[0072] For example, the difference between the requested torque of the first engine and the requested torque of the second engine is calculated to determine a target engine requested torque difference of 40 Nm, and the first gradient correction factor corresponding to this target engine requested torque difference is determined to be 0.6. The remaining vehicle battery power is obtained as 20%, and the second gradient correction factor corresponding to this remaining battery power is determined to be 0.5. The first gradient correction factor and the second gradient correction factor are compared to determine a target gradient correction factor of 0.6.

[0073] The above scheme takes into account both the difference in engine requested torque and the vehicle's remaining battery power when determining the target gradient correction factor. It balances user needs and whether the remaining battery power is sufficient to support normal vehicle operation. The determined target gradient correction factor is more in line with the actual operating conditions of the current vehicle, and the adjustment of the gradient of changes in engine requested torque is more accurate.

[0074] In some embodiments, based on the first engine requested torque at the current moment and the second engine requested torque at the previous moment, it can be determined whether the driver's actual operation is to release or press the accelerator. Then, the vehicle's engine requested torque is controlled based on the driver's actual operation and the determined target change gradient. That is, controlling the vehicle's engine requested torque based on the target change gradient in step 103 includes:

[0075] Step 1031: Subtract the requested torque of the first engine and the requested torque of the second engine to obtain the target torque difference value;

[0076] Step 1032: Determine the target engine requested torque based on the target torque difference and the target change gradient.

[0077] In practice, the requested torque of the first engine and the requested torque of the second engine are subtracted to obtain the target torque difference. The target engine requested torque is then determined based on the target torque difference and the target change gradient.

[0078] Specifically, if the target torque difference is positive, it means that the torque requested by the first engine is greater than that requested by the second engine, that is, the engine torque requested at the current moment is greater than the engine torque requested at the previous moment, corresponding to the driver pressing the accelerator. If the target torque difference is negative, it means that the torque requested by the first engine is less than that requested by the second engine, that is, the engine torque requested at the current moment is less than the engine torque requested at the previous moment, corresponding to the driver releasing the accelerator.

[0079] In some embodiments, determining the target engine requested torque based on the target torque difference and the target change gradient in step 1032 specifically includes:

[0080] Step 10321: In response to the target torque difference being greater than a preset difference threshold, the second engine requested torque is summed with the target change gradient to obtain the third engine requested torque, and the target engine requested torque is determined based on the third engine requested torque and the first engine requested torque.

[0081] In specific implementation, the preset difference threshold is 0. If the target torque difference is greater than the preset difference threshold, that is, the target torque difference is positive. The second engine requested torque is summed with the target change gradient to obtain the third engine requested torque, that is, the filtered second engine requested torque from the previous moment is summed with the target change gradient to obtain the third engine requested torque.

[0082] The target engine requested torque is determined based on the requested torque of the third engine and the requested torque of the first engine. Specifically, the method for determining the target engine requested torque includes:

[0083] Step A: Compare the requested torque of the third engine with the requested torque of the first engine;

[0084] Step B: In response to the third engine's requested torque being greater than the first engine's requested torque, the first engine's requested torque is taken as the target engine's requested torque; or...

[0085] Step C: In response to the third engine request torque being less than or equal to the first engine request torque, the third engine request torque is taken as the target engine request torque.

[0086] In practice, the third engine request torque determined based on the target change gradient is compared with the first engine request torque before filtering at the current moment, and the minimum value between the third engine request torque and the first engine request torque is selected as the target engine request torque.

[0087] Specifically, if the requested torque of the third engine is greater than the requested torque of the first engine, then the requested torque of the first engine is used as the target requested torque. If the requested torque of the third engine is less than or equal to the requested torque of the first engine, then the requested torque of the third engine is used as the target requested torque.

[0088] For example, the time interval between the current moment and the adjacent moment is 1 second. The engine requested torque before filtering at the current moment, i.e., the first engine requested torque, is 500 Nm. The engine requested torque after filtering at the previous moment, i.e., the second engine requested torque, is 470 Nm. If the target change gradient is determined to be 20 Nm / s, then the engine requested torque after filtering based on the target change gradient at the current moment, i.e., the third engine requested torque, is determined to be 490 Nm. The third engine requested torque is compared with the first engine requested torque to determine the target engine requested torque as 490 Nm.

[0089] or,

[0090] Step 10322: In response to the target torque difference being less than a preset difference threshold, the second engine requested torque is subtracted from the target change gradient to obtain the fourth engine requested torque, and the target engine requested torque is determined based on the fourth engine requested torque and the first engine requested torque.

[0091] In specific implementation, the preset difference threshold is 0. If the target torque difference is less than the preset difference threshold, that is, the target torque difference is negative. The second engine requested torque is subtracted from the target change gradient to obtain the fourth engine requested torque. That is, the filtered second engine requested torque from the previous moment is subtracted from the target change gradient to obtain the fourth engine requested torque.

[0092] The target engine requested torque is determined based on the requested torque of the fourth engine and the requested torque of the first engine. Specifically, the method for determining the target engine requested torque includes:

[0093] Step a: Compare the requested torque of the fourth engine with the requested torque of the first engine;

[0094] Step b: In response to the fourth engine's requested torque being greater than the first engine's requested torque, the fourth engine's requested torque is taken as the target engine's requested torque; or...

[0095] Step c: In response to the fourth engine request torque being less than or equal to the first engine request torque, the first engine request torque is taken as the target engine request torque.

[0096] In practice, the fourth engine request torque determined based on the target change gradient is compared with the first engine request torque before filtering at the current moment, and the maximum value between the fourth engine request torque and the first engine request torque is selected as the target engine request torque.

[0097] Specifically, if the requested torque of the fourth engine is greater than the requested torque of the first engine, then the requested torque of the fourth engine is taken as the target requested torque of the engine. If the requested torque of the fourth engine is less than or equal to the requested torque of the first engine, then the requested torque of the first engine is taken as the target requested torque of the engine.

[0098] For example, the time interval between the current moment and the adjacent moment is 1 second. The engine request torque before filtering at the current moment, i.e., the first engine request torque, is 500 Nm. The engine request torque after filtering at the previous moment, i.e., the second engine request torque, is 550 Nm. If the target change gradient is determined to be 20 Nm / s, then the engine request torque after filtering based on the target change gradient at the current moment, i.e., the fourth engine request torque, is determined to be 530 Nm. The fourth engine request torque is compared with the first engine request torque to determine the target engine request torque as 530 Nm.

[0099] In some embodiments, to further improve the accuracy of the target engine requested torque, when the preset conditions are met, the target engine requested torque is further filtered. That is, after determining the target engine requested torque based on the target torque difference and the target change gradient in step 1032, the method further includes:

[0100] Step 10a: Obtain vehicle operation information;

[0101] Step 10b: In response to the vehicle operation information meeting the preset filtering conditions, determine the target filtering duration;

[0102] Step 10c: Filter the target engine requested torque and continue the target filtering for the specified duration to obtain a new target engine requested torque.

[0103] In practice, vehicle operation information is acquired, which represents the vehicle's current actual operating condition. It is then determined whether the vehicle operation information meets preset filtering conditions. In this embodiment, the preset filtering conditions are pre-set conditions for low-pass filtering of the target engine's requested torque.

[0104] Specifically, when a special operating mode of the vehicle is activated, such as snow, mud, or sand mode, the vehicle requires a large torque output. In this case, the torque requested by the target engine is no longer filtered to ensure the normal operation of the vehicle.

[0105] Meanwhile, when the vehicle slips, the primary task of the SDFA (Drive Anti-Slip / Traction Control System) is to quickly reduce the total drive torque to restore tire traction and ensure vehicle stability and controllability. If the SDFA requests torque from the front motor close to its maximum capacity, it means that the motor's torque adjustment margin is very small. If the engine torque request is still subjected to conventional low-pass filtering at this point, it will introduce unnecessary delay. Therefore, to ensure safe driving, low-pass filtering is not applied to the engine torque request at this time.

[0106] In other words, if the vehicle meets at least one of the following conditions: non-direct drive mode, launch control activated, special operating mode activated, or the front motor torque requested by SDFA is close to the motor's capability, then the vehicle does not meet the preset filtering conditions. Otherwise, the preset filtering conditions are met, meaning that low-pass filtering is required for the target engine's requested torque.

[0107] If the vehicle operating information is determined to meet preset filtering conditions, a target filtering duration is determined. Then, the target engine requested torque is filtered and maintained for the target filtering duration to obtain a new target engine requested torque.

[0108] Specifically, the method for determining the target filtering duration includes:

[0109] Step 10b1: Determine the initial filtering duration based on the requested torque of the first engine and the requested torque of the second engine;

[0110] Step 10b2: Obtain the requested torque and actual torque of the front motor, and determine the target duration correction factor based on the requested torque and actual torque of the front motor.

[0111] Step 10b3: Determine the target filtering duration based on the initial filtering duration and the target duration correction factor.

[0112] In practice, the initial filtering duration is determined based on the requested torque of the first engine and the requested torque of the second engine. Specifically, the requested torques of the first and second engines are subtracted to obtain the target engine requested torque difference. The database is then consulted to determine the initial filtering duration corresponding to the target engine requested torque difference. The database stores the correspondence between the target engine requested torque difference and the filtering duration.

[0113] The requested torque and actual torque of the front motor are obtained, and a target duration correction factor is determined based on these two values. Specifically, the requested torque and actual torque of the front motor are subtracted to obtain the motor torque difference value. The duration correction factor corresponding to the motor torque difference value is then retrieved from a database.

[0114] In this embodiment, the motor torque difference reflects the negative capability corresponding to the front motor's torque reduction. Based on the above description, when reducing the gradient of the engine's requested torque, the reduced portion will be responded to by the front motor, resulting in an increased change in the front motor's requested torque. However, if the negative capability corresponding to the front motor's torque reduction is insufficient, the engine's requested torque needs to be reduced according to the normal gradient, i.e., according to the front axle torque gradient. Otherwise, it will cause the engine to release its ignition timing.

[0115] After determining the initial filtering duration and the target duration correction factor, the initial filtering duration and the target duration correction factor are multiplied together, and the resulting product value is the target filtering duration.

[0116] For example, the difference between the requested torque of the first engine and the requested torque of the second engine is calculated to obtain a target engine requested torque difference of 20 Nm. The initial filtering time corresponding to this target engine requested torque difference is 0.05 s. The difference between the requested torque of the front motor and the actual torque of the front motor is calculated to obtain a motor torque difference of -20 Nm. The target time correction factor corresponding to this motor torque difference is determined to be 0.3, and the target filtering time is determined to be 0.015 s.

[0117] Based on the same inventive concept, the second embodiment of this disclosure provides a vehicle torque control method, such as... Figure 2 As shown, the method specifically includes:

[0118] Step 201: Detect the change in vehicle gear and the change in accelerator pedal opening, obtain the first engine requested torque at the current moment and the second engine requested torque at the previous moment, and perform subtraction on the first engine requested torque and the second engine requested torque to obtain the target torque difference value.

[0119] In practice, when a change in vehicle gear is detected, i.e., when the vehicle is shifting gears, the accelerator pedal opening is monitored. If the accelerator pedal opening changes, the first engine requested torque at the current moment and the second engine requested torque from the previous moment are obtained. The first engine requested torque is the engine requested torque before filtering at the current moment, and the second engine requested torque is the engine requested torque after filtering from the previous moment.

[0120] The difference between the requested torque of the first engine and the requested torque of the second engine is calculated to obtain the target torque difference value.

[0121] Step 202: In response to the target torque difference being greater than a preset difference threshold, the second engine requested torque is summed with the target change gradient to obtain the third engine requested torque, and the minimum value between the third engine requested torque and the first engine requested torque is selected as the target engine requested torque.

[0122] In specific implementation, the preset difference threshold is 0. If the target torque difference is greater than the preset difference threshold, that is, the target torque difference is positive. The second engine requested torque is summed with the target change gradient to obtain the third engine requested torque, that is, the filtered second engine requested torque from the previous moment is summed with the target change gradient to obtain the third engine requested torque.

[0123] The third engine requested torque, determined based on the target change gradient, is compared with the first engine requested torque before filtering at the current moment, and the minimum value between the third engine requested torque and the first engine requested torque is selected as the target engine requested torque.

[0124] Step 203: In response to the target torque difference being less than a preset difference threshold, the second engine requested torque is subtracted from the target change gradient to obtain the fourth engine requested torque, and the maximum value between the fourth engine requested torque and the first engine requested torque is selected as the target engine requested torque.

[0125] In specific implementation, the preset difference threshold is 0. If the target torque difference is less than the preset difference threshold, that is, the target torque difference is negative. The second engine requested torque is subtracted from the target change gradient to obtain the fourth engine requested torque. That is, the filtered second engine requested torque from the previous moment is subtracted from the target change gradient to obtain the fourth engine requested torque.

[0126] The fourth engine requested torque, determined based on the target change gradient, is compared with the first engine requested torque before filtering at the current moment, and the maximum value between the fourth engine requested torque and the first engine requested torque is selected as the target engine requested torque.

[0127] Step 204: Determine the target filtering duration, filter the target engine requested torque, and continue the target filtering duration to obtain a new target engine requested torque.

[0128] In practice, the initial filtering duration is determined based on the requested torque of the first engine and the requested torque of the second engine. Specifically, the requested torques of the first and second engines are subtracted to obtain the target engine requested torque difference. The database is then consulted to determine the initial filtering duration corresponding to the target engine requested torque difference. The database stores the correspondence between the target engine requested torque difference and the filtering duration.

[0129] The requested torque and actual torque of the front motor are obtained, and a target duration correction factor is determined based on these two values. Specifically, the requested torque and actual torque of the front motor are subtracted to obtain the motor torque difference value. The duration correction factor corresponding to the motor torque difference value is then retrieved from a database.

[0130] After determining the initial filtering duration and the target duration correction factor, the initial filtering duration and the target duration correction factor are multiplied together, and the resulting product is the target filtering duration. The target engine requested torque is then filtered, and this process is continued for the target filtering duration to obtain a new target engine requested torque.

[0131] Based on the same inventive concept, since the requested torque of the vehicle's front axle consists of the requested torque of the vehicle's front motor and the requested torque of the engine, after determining the target requested torque of the engine, the difference between the requested torque of the vehicle's front axle and the target requested torque of the engine can be obtained.

[0132] Meanwhile, the requested torque for the vehicle's front axle is the filtered requested torque. The third embodiment of this disclosure provides a vehicle torque control method, specifically describing the process of determining the requested torque for the vehicle's front axle, such as... Figure 3 As shown, it specifically includes:

[0133] Step 301: Detect vehicle gear change, obtain the first front axle requested torque at the current moment and the second front axle requested torque at the previous moment, and perform subtraction on the first front axle requested torque and the second front axle requested torque to obtain the target front axle torque difference value.

[0134] In practice, when a change in vehicle gear is detected, i.e., when the vehicle is shifting gears, the system obtains the first front axle requested torque at the current moment and the second front axle requested torque from the moment before the current moment. The first front axle requested torque is the front axle requested torque before filtering at the current moment, and the second front axle requested torque is the front axle requested torque after filtering from the moment before the current moment.

[0135] Step 302: In response to the target front axle torque difference being greater than a preset difference threshold, the second front axle requested torque and the vehicle front axle requested torque change gradient are summed to obtain the third front axle requested torque. The first preset six-segment torque is obtained, and the minimum value among the first preset six-segment torque, the third front axle requested torque, and the first front axle requested torque is selected as the target front axle requested torque.

[0136] In specific implementation, the preset difference threshold is 0. If the target front axle torque difference is greater than the preset difference threshold, that is, the target front axle torque difference is positive. The second front axle requested torque is summed with the gradient of the change in the vehicle's front axle requested torque to obtain the third front axle requested torque. That is, the filtered second front axle requested torque from the previous moment is summed with the gradient of the change in the vehicle's front axle requested torque to obtain the third front axle requested torque.

[0137] In this embodiment, as Figure 4 As shown, the six-segment filter corresponds to six stages: LowNeg, MidNeg, HighNeg, LowPos, MidPos, and HighPos. Neg represents deceleration by releasing the accelerator, and Pos represents acceleration by pressing the accelerator. Further deceleration and acceleration can be subdivided into three stages: High, Mid, and Low. In other words, LowNeg represents a high magnitude of torque change during deceleration by releasing the accelerator, MidNeg represents a medium magnitude of torque change during deceleration by releasing the accelerator, HighNeg represents a low magnitude of torque change during deceleration by releasing the accelerator, LowPos represents a low magnitude of torque change during acceleration by pressing the accelerator, MidPos represents a medium magnitude of torque change during acceleration by pressing the accelerator, and HighPos represents a high magnitude of torque change during acceleration by pressing the accelerator.

[0138] A first preset six-segment torque is obtained, wherein the first preset six-segment torque is the maximum front axle torque corresponding to the current six-segment stage of the vehicle. In this embodiment, to reduce error, the first preset six-segment torque is the torque value obtained by adding the maximum front axle torque corresponding to the current six-segment stage of the vehicle to a preset torque deviation. The preset torque deviation is 5 Nm.

[0139] The first preset six-segment torque, the third front axle request torque determined based on the gradient of the change in the front axle request torque, and the first front axle request torque before filtering at the current moment are compared, and the minimum value among the first preset six-segment torque, the third front axle request torque, and the first front axle request torque is selected as the target front axle request torque.

[0140] Step 303: In response to the target front axle torque difference being less than a preset difference threshold, the second front axle requested torque and the vehicle front axle requested torque change gradient are subtracted to obtain the fourth front axle requested torque. The second preset six-segment torque is obtained, and the maximum value among the second preset six-segment torque, the fourth front axle requested torque, and the first front axle requested torque is selected as the target front axle requested torque.

[0141] In specific implementation, the preset difference threshold is 0. If the target front axle torque difference is less than the preset difference threshold, that is, the target front axle torque difference is negative. The fourth front axle requested torque is obtained by subtracting the second front axle requested torque from the gradient of the change in the vehicle's front axle requested torque. That is, the fourth front axle requested torque is obtained by subtracting the filtered second front axle requested torque from the gradient of the change in the vehicle's front axle requested torque at the previous moment.

[0142] A second preset six-segment torque is obtained, wherein the second preset six-segment torque is the maximum front axle torque corresponding to the current six-segment stage of the vehicle. In this embodiment, to reduce error, the second preset six-segment torque is the torque value obtained by subtracting a preset torque deviation from the maximum front axle torque corresponding to the current six-segment stage of the vehicle. The preset torque deviation is 5 Nm.

[0143] The second preset six-segment torque, the fourth front axle request torque determined based on the gradient of the vehicle's front axle request torque change, and the first front axle request torque before filtering at the current moment are compared, and the maximum value among the second preset six-segment torque, the fourth front axle request torque, and the first front axle request torque is selected as the target front axle request torque.

[0144] Based on the same inventive concept, when determining the target change gradient of the engine requested torque, it is necessary to determine it according to the determined target gradient correction factor and the vehicle front axle requested torque change gradient. Therefore, the fourth embodiment of this disclosure provides a method for determining the vehicle front axle requested torque change gradient, wherein the target change gradient in the following embodiments is the vehicle front axle requested torque change gradient, and the method specifically includes:

[0145] Step 401: Detect the vehicle gear change and determine the initial change gradient corresponding to the requested torque of the vehicle's front axle.

[0146] In practice, when a change in vehicle gear is detected, i.e., when the vehicle is shifting gears, the vehicle torque will be transferred from the front axle to the rear axle. The initial change gradient corresponding to the requested torque on the front axle is then determined. This initial change gradient represents the magnitude of the torque change during the front axle torque transfer, i.e., the filtering magnitude applied when initially filtering the allocated requested torque on the front axle.

[0147] Step 402: In response to the initial change gradient being greater than a preset gradient threshold, obtain the initial front axle requested torque, and correct the initial change gradient based on the initial front axle requested torque to obtain the target change gradient.

[0148] In practice, the torque change during gear shifts is not a linear decrease, such as... Figure 4 As shown, Figure 4 This is a diagram illustrating the torque change during gear shifting. Figure 4 It can be seen that the gear shifting process can be divided into three stages: High, Middle, and Low. The initial gradient varies with each stage; the gradients are larger in the High and Low stages, and smaller in the Middle stage. Therefore, the initial gradient needs to be compared with a preset gradient threshold to determine the current stage of the vehicle. The preset gradient threshold is a pre-set, relatively gentle gradient value that is essentially consistent with the gradient at the moment of minimum torque change during the gear shift.

[0149] If the initial gradient change is greater than the preset gradient threshold, it indicates that the change in the requested torque of the vehicle's front axle is large, that is, the vehicle is in the High or Low stage. At this time, the initial requested torque of the front axle is obtained. The initial requested torque of the front axle is the requested torque allocated to the front axle of the vehicle when torque distribution is performed.

[0150] The initial change gradient is corrected based on the initial requested front axle torque to obtain the target change gradient. It is understood that because the change gradients are larger in the High and Low stages and smaller in the Middle stage, to avoid a sudden drop in front axle torque change from the High stage to the Middle stage (first larger then smaller) and a sudden increase in front axle torque change from the Middle stage to the Low stage (first smaller then larger), the change gradients in the High and Low stages are corrected and adjusted to reduce the change gradient, thereby approximating the change gradient of the adjacent Middle stage and ensuring a smooth change in front axle torque.

[0151] or,

[0152] Step 403: In response to the initial gradient change being less than or equal to a preset gradient threshold, the initial gradient change is taken as the target gradient change.

[0153] In practice, if the initial gradient change is less than or equal to a preset gradient threshold, it indicates that the change in the requested torque of the vehicle's front axle is relatively small. Based on the above description, the preset gradient threshold is a pre-set, relatively gentle gradient value, which is basically consistent with the gradient change at the moment of minimum torque change during gear shifting. When the initial gradient change is less than or equal to the preset gradient threshold, it means that it is the same as or smaller than the gradient change at the moment of minimum torque change during gear shifting. Therefore, there will be no problem of sudden increase or decrease in front axle torque change at this time. Thus, the determined initial gradient change can be directly used as the target gradient change.

[0154] In this embodiment, the gradient change in the Middle stage is relatively small, and its corresponding initial gradient change is less than or equal to the preset gradient threshold. At this time, there is no need to correct or adjust the gradient change in the Middle stage, and the original gradient change, i.e., the initial gradient change, can be used directly as the target gradient change.

[0155] The above scheme detects changes in vehicle gear position and determines the initial gradient corresponding to the requested torque of the vehicle's front axle. This initial gradient is the filter magnitude used when initially filtering the allocated requested torque of the vehicle's front axle. If the initial gradient is greater than a preset gradient threshold, it indicates a significant change in the requested torque of the vehicle's front axle. To avoid problems such as abnormal motor noise caused by subsequent smaller changes in the requested torque compared to this initial gradient, the initial requested torque is obtained. Based on this initial requested torque, the initial gradient is corrected to obtain the target gradient, thus adjusting the initial gradient to achieve a smooth change in the requested torque of the vehicle's front axle. If the initial gradient is less than or equal to the preset gradient threshold, it indicates that the change in the requested torque of the vehicle's front axle is already relatively small, and therefore, there will be no sudden change in the requested torque. In this case, the initial gradient is used as the target gradient. By adjusting the gradient when the requested torque of the vehicle's front axle changes significantly, the problem of uneven torque transition caused by sudden increases or decreases in the requested torque of the vehicle's front axle is avoided, thereby preventing abnormal noise from the vehicle's motor and improving the user's driving experience.

[0156] In this embodiment, the initial gradient change is associated with the vehicle's current operating mode. Therefore, when determining the initial gradient change corresponding to the requested torque of the vehicle's front axle, it is necessary to first determine the vehicle's operating mode, and then determine the corresponding initial gradient change based on the vehicle's operating mode. That is, determining the initial gradient change corresponding to the requested torque of the vehicle's front axle in step 401 specifically includes:

[0157] Step 4011: Obtain the vehicle operation mode, wherein the vehicle operation mode is the control mode of the vehicle power system.

[0158] Step 4012: Determine the initial change gradient corresponding to the vehicle operation mode based on the vehicle operation mode.

[0159] In specific implementation, the vehicle operation mode is obtained, wherein the vehicle operation mode is the control mode of the vehicle power system. In this embodiment, the vehicle operation mode includes at least one of the following: pure electric crawl mode, series mode, direct drive mode, and pure electric four-wheel drive mode.

[0160] Specifically, pure electric crawl mode refers to a vehicle that can move forward slowly and automatically at a low speed without pressing the accelerator pedal. It drives the wheels at low speed by outputting a small current, avoiding the burden of frequently pressing the accelerator pedal and improving driving smoothness and safety. Series mode is a hybrid powertrain mode where the engine does not directly drive the wheels but acts as a generator to provide power to the drive motor or charge the battery; the vehicle is entirely driven by the electric motor. Direct drive mode means that the power source (such as an engine or electric motor) directly transmits power to the wheels through the driveshaft, without going through a transmission or other complex transmission devices. Pure electric four-wheel drive mode means that the vehicle is entirely driven by electricity, and the front and rear dual motors independently control the power distribution to each wheel or axle to achieve four-wheel drive.

[0161] Based on the vehicle operation mode, an initial gradient corresponding to that mode is determined. Specifically, a database is searched to determine the initial gradient corresponding to the vehicle operation mode. The database stores the correspondence between vehicle operation modes and initial gradients, such as a table showing the relationship between each operation mode and its initial gradient.

[0162] The above scheme addresses the issue that the requested torque of the vehicle's front axle differs under different operating modes, resulting in variations in the gradient when the vehicle shifts gears. Therefore, to improve the accuracy of determining the target gradient, the initial gradient is determined based on the current actual operating mode, leading to a more accurate determination of the initial gradient.

[0163] In some embodiments, when correcting the initial gradient change based on the initial front axle requested torque, a corresponding correction factor can be determined, and then the initial gradient change can be corrected according to the correction factor to obtain the target gradient change. That is, step 402, correcting the initial gradient change based on the initial front axle requested torque to obtain the target gradient change, specifically includes:

[0164] Step 4021: Obtain the front axle motor speed, and determine the first correction factor based on the front axle motor speed and the initial front axle requested torque;

[0165] Step 4022: Determine the target change gradient based on the first correction factor and the initial change gradient.

[0166] In practice, the speed of the front axle motor is obtained. The front axle motor is an electric drive system that integrates a drive motor on or near the front axle of the vehicle to directly drive the front wheels. A first correction factor is determined based on the front axle motor speed and the initial requested front axle torque.

[0167] In this embodiment, the first correction factor corresponding to the front axle motor speed and the initial requested front axle torque is determined by searching a database. The database stores the correspondence between the front axle motor speed, the initial requested front axle torque, and the correction factor.

[0168] The target gradient is determined based on the first correction factor and the initial gradient, which is obtained by multiplying the first correction factor and the initial gradient. The first correction factor is a value less than 1.

[0169] For example, the time interval between the current moment and the next moment is 1 second, the initial front axle requested torque at the current moment is 1000 Nm, and the initial change gradient at the current moment is 20 Nm / s. Based on the front axle motor speed at the current moment and the initial front axle requested torque, a first correction factor of 0.8 is determined, and the target change gradient at the current moment is then determined to be 16 Nm / s. Therefore, the target front axle requested torque at the next moment can be determined to be 984 Nm.

[0170] Understandably, since the purpose of the first correction factor is to reduce the change in the front axle requested torque in order to avoid a sudden drop in the front axle torque change from the High stage to the Middle stage, which is initially large and then small, and a sudden increase in the front axle torque change from the Middle stage to the Low stage, the smaller the corresponding first correction factor is when the initial front axle requested torque is closer to the front axle requested torque corresponding to the Middle stage, so that the change gradient is close to the change gradient corresponding to the Middle stage.

[0171] By using the above method, when correcting the initial gradient change based on the initial front axle requested torque, the corresponding correction factor can be determined, and then the initial gradient change can be corrected according to the correction factor, resulting in a more accurate target gradient change.

[0172] In some embodiments, when the intelligent driving function is off, to reduce the jerkiness during gear shifts and improve the user's driving experience, a lower gradient is typically used when the torque is transferred from the front axle to the rear axle, so that the change in the requested torque from the front axle is smoother. However, when the intelligent driving function is on, to avoid torque interruption during gear shifts affecting the vehicle's intelligent driving function, the gradient needs to be increased. That is, controlling the requested torque from the front axle based on the target gradient in step 4022 specifically includes:

[0173] Step 40A: Obtain the working status of the preset intelligent driving functions;

[0174] Step 40B: In response to the working state being activated, determine the second correction factor based on the initial change gradient;

[0175] Step 40C: Determine a first change gradient based on the second correction factor and the target change gradient, and control the requested torque of the vehicle's front axle based on the first change gradient.

[0176] In specific implementation, the working status of the preset intelligent driving function is obtained, wherein the working status includes an active state and an inactive state. The active state indicates that the preset intelligent driving function is turned on, and the inactive state indicates that the preset intelligent driving function is turned off and not working.

[0177] In this embodiment, the preset intelligent driving functions include cruise control, adaptive cruise control, and flexible steering. Cruise control allows the vehicle to maintain a constant speed automatically without requiring continuous accelerator pedal input, effectively reducing fatigue during long-distance driving. Adaptive cruise control uses onboard radar or cameras to monitor road conditions in real time and automatically adjusts speed to maintain a safe distance from the vehicle ahead. When adaptive cruise control is activated and a cruise speed is set, the system can automatically follow the vehicle ahead, accelerating or decelerating, and even automatically braking and restarting under certain conditions. Flexible steering uses an electronic control unit to analyze vehicle speed, steering angle, and driver intent in real time, dynamically adjusting the steering system's response force and transmission ratio, making steering light and agile at low speeds and stable and precise at high speeds.

[0178] If the preset intelligent driving function is in an active state, a second correction factor is determined based on the initial change gradient. Specifically, the second correction factor corresponding to the initial change gradient can be determined by searching a database. The database stores the correspondence between the initial change gradient and the correction factor.

[0179] In this embodiment, since the second correction factor is used to correct the change gradient of the requested torque of the vehicle's front axle when the preset intelligent driving function is activated, that is, the purpose of the second correction factor is to increase the change gradient so as to avoid the torque interruption during gear shifting affecting the normal operation of the vehicle's intelligent driving function, the second correction factor is always a value greater than 1.

[0180] Meanwhile, since the initial change gradients differ across stages, the current stage of the vehicle can be determined based on the initial change gradient, thereby determining the corresponding second correction factor. Specifically, to better align with normal torque changes, in this embodiment, the second correction factor corresponding to the High and Low stages is greater than the second correction factor corresponding to the Middle stage. For example, the second correction factor corresponding to the High and Low stages is 1.5, and the second correction factor corresponding to the Middle stage is 1.1.

[0181] The first change gradient is determined based on the second correction factor and the target change gradient, that is, the second correction factor and the target change gradient are multiplied together, and the product value is the first change gradient. Then, the requested torque of the front axle of the vehicle is controlled based on the first change gradient.

[0182] For example, the time interval between the current moment and the next moment is 1 second, the initial front axle requested torque at the current moment is 1000 Nm, and the initial gradient at the current moment is 20 Nm / s. Based on the current front axle motor speed and the initial front axle requested torque, a first correction factor of 0.8 is determined, and the target gradient at the current moment is then determined to be 16 Nm / s. If the vehicle's adaptive cruise control function is active at this time, a second correction factor of 1.5 is determined, i.e., the first gradient at the current moment is determined to be 24 Nm / s. Therefore, the target front axle requested torque at the next moment can be determined to be 976 Nm.

[0183] In this embodiment, if the adaptive cruise control function is activated, and the driver actively intervenes, temporarily overtakes, or cancels system control, such as when the driver presses the accelerator and the accelerator torque request is greater than the cruise intelligent driving torque request, there is no need to correct the change gradient.

[0184] The above scheme determines that when the intelligent driving function is activated, a second correction factor is established. Based on the determined target change gradient, the change gradient is appropriately increased to avoid torque interruption during gear shifting affecting the vehicle's intelligent driving function and ensure the normal operation of the vehicle.

[0185] In some embodiments, when a vehicle shifts gears, releasing the accelerator causes a decrease in engine torque. At this time, the front axle torque decreases slowly, and due to inertia, the vehicle may lurch forward, affecting the driver's experience. Therefore, if the accelerator is released during gear shifts, the gradient of the requested torque on the front axle should be increased. Specifically, step 40C involves controlling the requested torque on the front axle based on the first gradient, including:

[0186] Step 501: Monitor the accelerator pedal opening;

[0187] Step 502: In response to the detection of a decrease in accelerator pedal opening, obtain the actual torque of the front axle at the current moment;

[0188] Step 503: Correct the first variation gradient based on the actual torque of the front axle and the initial requested torque of the front axle to obtain the second variation gradient;

[0189] Step 504: Control the requested torque of the vehicle's front axle based on the second change gradient.

[0190] In practice, the accelerator pedal opening is monitored. If the accelerator pedal opening decreases, it indicates that the vehicle is in the stage of releasing the accelerator. The actual torque of the front axle at the current moment is obtained. The front axle includes the vehicle's front motor and engine. Therefore, the actual torque of the front axle is the sum of the actual torque of the front motor and the actual torque of the engine. The actual torque of the front motor is the torque sent by the front motor controller to the vehicle controller in the multi-in-one controller via the CAN bus. The actual torque of the engine is the torque sent by the engine controller to the vehicle controller in the multi-in-one controller via the CAN bus.

[0191] The first variation gradient is corrected based on the actual torque of the front axle and the initial requested torque of the front axle to obtain a second variation gradient, and then the requested torque of the vehicle's front axle is controlled based on the second variation gradient.

[0192] Specifically, the step of correcting the first variation gradient based on the actual torque of the front axle and the initial requested torque of the front axle to obtain the second variation gradient includes:

[0193] Step 5031: Obtain the actual front axle requested torque at the current moment, and subtract the initial front axle requested torque from the actual front axle requested torque to obtain the target torque difference value.

[0194] Step 5032: Determine the third correction factor based on the target torque difference and the actual torque of the front axle;

[0195] Step 5033: Determine the second change gradient based on the third correction factor and the first change gradient.

[0196] In specific implementation, the actual front axle requested torque at the current moment is obtained, wherein the actual front axle requested torque is the front axle requested torque obtained by filtering the initial front axle requested torque based on a first change gradient. The target torque difference value is obtained by subtracting the initial front axle requested torque from the actual front axle requested torque.

[0197] Based on the target torque difference and the actual front axle torque, a third correction factor is determined. Specifically, this involves searching a database to find the third correction factor corresponding to the target torque difference and the actual front axle torque. The database stores the correspondence between the torque difference, the actual front axle torque, and the correction factor.

[0198] Based on the third correction factor and the first change gradient, a second change gradient is determined by multiplying the third correction factor and the first change gradient. The resulting product is the second change gradient, and the requested torque of the vehicle's front axle is then controlled based on this second change gradient. In this embodiment, the third correction factor is always a value greater than 1.

[0199] For example, the time interval between the current moment and the next moment is 1 second, the initial requested torque for the front axle is 1000 Nm, and the first change gradient for the current moment is determined to be 24 Nm / s. If a throttle release operation is detected at this time, the actual torque of the front axle is determined to be 300 Nm, and the actual requested torque of the front axle is 1300 Nm. The target torque difference is then determined to be -300 Nm. Based on the difference between the actual torque and the target torque, the second correction factor is determined to be 1.2, thus the second change gradient for the current moment is determined to be 28.8 Nm / s.

[0200] With the above solution, if there is a phenomenon of releasing the accelerator when the vehicle shifts gears, the change gradient of the requested torque of the front axle should be increased so that the filtered torque quickly approaches the original requested torque, thereby accelerating the torque reduction speed of the front axle, reducing the feeling of the vehicle lurching forward due to inertia, and improving the user's driving experience.

[0201] In some embodiments, if vehicle braking is detected during gear shifting, this will cause longitudinal weight transfer, reducing rear axle adhesion. To avoid rear wheel slippage or even fishtailing, the change gradient of the requested torque on the front axle will be further increased. Specifically, step 504, which involves controlling the requested torque on the front axle based on the second change gradient, includes:

[0202] Step 601: In response to detecting an increase in brake pedal opening, determine the brake pedal requested torque corresponding to the brake pedal opening;

[0203] Step 602: Determine the fourth correction factor based on the brake pedal requested torque and the initial front axle requested torque;

[0204] Step 603: Determine the third change gradient based on the fourth correction factor and the second change gradient, and control the requested torque of the vehicle's front axle based on the third change gradient.

[0205] In practice, if an increase in brake pedal opening is detected, indicating that the vehicle is braking, the brake pedal requested torque corresponding to the brake pedal opening is determined. Specifically, the brake pedal requested torque can be determined by searching a database based on the brake pedal opening. In this embodiment, the brake pedal requested torque corresponding to the brake pedal opening is negative during braking.

[0206] A fourth correction factor is determined based on the brake pedal requested torque and the initial front axle requested torque. Specifically, the correction factor corresponding to the brake pedal requested torque and the initial front axle requested torque can be determined by searching a database.

[0207] The third gradient is determined based on the fourth correction factor and the second gradient change. This is achieved by multiplying the fourth correction factor and the second gradient change to obtain the third gradient, which is then used to control the requested torque of the vehicle's front axle. In this embodiment, the fourth correction factor is always a value greater than 1.

[0208] For example, the time interval between the current moment and the next moment is 1 second, the initial front axle requested torque is 1000 Nm, and the second change gradient at the current moment is determined to be 25 Nm / s. The brake pedal requested torque is determined to be -500 Nm, the initial front axle requested torque is -30 Nm, the fourth correction factor is determined to be 10 by looking up a table, and thus the third change gradient is determined to be 250 Nm / s.

[0209] In this embodiment, the purpose of the above scheme is to ensure that the vehicle controller follows the torque value when the braking request is negative. If the initial front axle requested torque is positive or 0 Nm, to ensure the smoothness of the vehicle, the second gradient change is not further adjusted, i.e., the corresponding fourth correction factor is 1. When the initial front axle requested torque is negative, the fourth correction factor is determined according to the aforementioned scheme combined with the brake pedal requested torque. At this time, the gradient limitation is ineffective, and the system directly follows the negative torque request of the braking system.

[0210] The above scheme detects vehicle braking during gear shifting, which leads to longitudinal weight transfer and reduced rear axle adhesion. At this point, the second change gradient will be further adjusted to increase the change gradient of the front axle's requested torque, thus preventing rear wheel slippage or even fishtailing and improving driving safety.

[0211] In some embodiments, when a vehicle accelerates on a bumpy road, the adhesion between the tires and the ground decreases and becomes unstable. To prevent wheel slippage or even loss of vehicle control, the gradient of the change in the requested torque of the front axle is reduced. Specifically, the control of the requested torque of the front axle based on the third gradient described in step 603 includes:

[0212] Step 6031: Detect an increase in vehicle acceleration and obtain the vehicle's rear axle motor speed and vehicle speed;

[0213] Step 6032: In response to the fact that the rate of change of the vehicle's rear axle motor speed is greater than a first rate of change threshold and the rate of change of the vehicle speed is greater than a second rate of change threshold, the road where the vehicle is located is determined to be a preset road.

[0214] Step 6033: Obtain a preset fifth correction factor, determine a fourth change gradient based on the fifth correction factor and the third change gradient, and control the requested torque of the vehicle's front axle based on the fourth change gradient.

[0215] In practice, vehicle acceleration is monitored. If an increase in vehicle acceleration is detected, the speed of the rear axle motor and the vehicle speed are obtained. Then, the rate of change of the rear axle motor speed and the rate of change of the vehicle speed are determined based on these parameters. The rate of change of the rear axle motor speed represents the change between the current and previous speed of the rear axle motor. The rate of change of the vehicle speed represents the change between the current and previous vehicle speed.

[0216] If the rate of change of the rear axle motor speed of the vehicle is greater than the first rate of change threshold and the rate of change of the vehicle speed is greater than the second rate of change threshold, the road where the vehicle is located is determined to be a preset road, wherein the preset road is a bumpy road.

[0217] A preset fifth correction factor is obtained, wherein the fifth correction factor is a correction factor determined based on practical experience and a large number of experiments, and the fifth correction factor is a value less than 1. A fourth change gradient is determined based on the fifth correction factor and the third change gradient, i.e., the fifth correction factor and the third change gradient are multiplied to obtain the fourth change gradient. The requested torque of the vehicle's front axle is controlled based on the fourth change gradient.

[0218] For example, if the time interval between the current moment and the next moment is 1 second, the third gradient at the current moment is determined to be 30 Nm / s. If it is determined that the vehicle is traveling on a bumpy road, a preset fifth correction factor of 0.8 is obtained, and the fourth gradient is determined to be 24 Nm / s.

[0219] By employing the above solution, when a vehicle accelerates on a bumpy road, the adhesion between the tires and the ground decreases and becomes unstable. In this case, the change gradient of the torque requested by the front axle of the vehicle is reduced, thereby preventing wheel slippage or even loss of vehicle control and improving driving stability.

[0220] It should be noted that the method of this disclosure embodiment can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method of this disclosure embodiment, and the multiple devices will interact with each other to complete the method described.

[0221] It should be noted that the above description describes some embodiments of this disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0222] Based on the same inventive concept, corresponding to any of the above-described embodiments, this disclosure also provides a vehicle torque control device.

[0223] refer to Figure 5 , Figure 5 The vehicle torque control device, as described in this embodiment, includes:

[0224] The data acquisition module 501 is configured to detect changes in vehicle gear and accelerator pedal opening, and acquire the first engine requested torque at the current moment and the second engine requested torque at the previous moment.

[0225] The gradient change determination module 502 is configured to obtain the remaining battery power of the vehicle and determine the target gradient change based on the first engine requested torque, the second engine requested torque and the remaining battery power of the vehicle.

[0226] The torque control module 503 is configured to control the requested torque of the vehicle engine based on the target change gradient.

[0227] In some embodiments, the gradient determination module 502 is specifically configured to:

[0228] The target gradient correction factor is determined based on the requested torque of the first engine, the requested torque of the second engine, and the remaining battery power of the vehicle.

[0229] Obtain the gradient of the front axle torque change of the vehicle, and determine the target gradient change based on the target gradient correction factor and the gradient of the front axle torque change of the vehicle.

[0230] In some embodiments, the gradient determination module 502 is specifically configured to:

[0231] The first gradient correction factor is determined based on the requested torque of the first engine and the requested torque of the second engine.

[0232] Based on the remaining battery power of the vehicle, determine the second gradient correction factor corresponding to the remaining battery power of the vehicle;

[0233] The maximum value of the first gradient correction factor and the second gradient correction factor is taken as the target gradient correction factor.

[0234] In some embodiments, the torque control module 503 is specifically configured as follows:

[0235] The difference between the requested torque of the first engine and the requested torque of the second engine is calculated to obtain the target torque difference value.

[0236] The target engine requested torque is determined based on the target torque difference and the target change gradient.

[0237] In some embodiments, the torque control module 503 is specifically configured as follows:

[0238] In response to the target torque difference being greater than a preset difference threshold, the second engine requested torque is summed with the target change gradient to obtain the third engine requested torque. The target engine requested torque is then determined based on the third engine requested torque and the first engine requested torque; or...

[0239] In response to the target torque difference being less than a preset difference threshold, the second engine requested torque is subtracted from the target change gradient to obtain the fourth engine requested torque, and the target engine requested torque is determined based on the fourth engine requested torque and the first engine requested torque.

[0240] In some embodiments, the torque control module 503 is specifically configured as follows:

[0241] Compare the requested torque of the third engine with the requested torque of the first engine;

[0242] In response to the third engine requesting torque being greater than the first engine requesting torque, the first engine requesting torque is used as the target engine requesting torque; or...

[0243] In response to the third engine request torque being less than or equal to the first engine request torque, the third engine request torque is taken as the target engine request torque.

[0244] In some embodiments, the torque control module 503 is specifically configured as follows:

[0245] Compare the requested torque of the fourth engine with the requested torque of the first engine;

[0246] In response to the fourth engine's requested torque being greater than the first engine's requested torque, the fourth engine's requested torque is taken as the target engine's requested torque; or...

[0247] In response to the fourth engine request torque being less than or equal to the first engine request torque, the first engine request torque is taken as the target engine request torque.

[0248] In some embodiments, the torque control module 503 is specifically configured as follows:

[0249] Obtain vehicle operation information;

[0250] In response to the vehicle operation information meeting the preset filtering conditions, the target filtering duration is determined;

[0251] The target engine requested torque is filtered and the filtering time is continued for the target duration to obtain a new target engine requested torque.

[0252] In some embodiments, the torque control module 503 is specifically configured as follows:

[0253] The initial filtering duration is determined based on the requested torque of the first engine and the requested torque of the second engine.

[0254] Obtain the requested torque and actual torque of the front motor, and determine the target duration correction factor based on the requested torque and actual torque of the front motor;

[0255] The target filtering duration is determined based on the initial filtering duration and the target duration correction factor.

[0256] For ease of description, the above apparatus is described in terms of its functions, divided into various modules. Of course, in implementing this disclosure, the functions of each module can be implemented in one or more software and / or hardware.

[0257] The apparatus of the above embodiments is used to implement the corresponding vehicle torque control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0258] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle torque control method described in any of the above embodiments.

[0259] Figure 6 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0260] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0261] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0262] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0263] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0264] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0265] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0266] The electronic devices described above are used to implement the corresponding vehicle torque control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0267] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the vehicle torque control method as described in any of the above embodiments.

[0268] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0269] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle torque control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0270] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including the vehicle torque control device in the above embodiments, the electronic device in the above embodiments, and the computer-readable storage medium in the above embodiments, wherein the vehicle device implements the vehicle torque control method described in any of the above embodiments.

[0271] The vehicles described in the above embodiments are used to implement the vehicle torque control method described in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0272] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0273] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0274] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0275] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0276] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure (including the claims) is limited to these examples; within the framework of this disclosure, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this disclosure as described above, which are not provided in detail for the sake of brevity.

[0277] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this disclosure, the provided drawings may or may not show well-known power / ground connections to integrated circuit (IC) chips and other components. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this disclosure, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this disclosure will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this disclosure, it will be apparent to those skilled in the art that the embodiments of this disclosure can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0278] Although this disclosure has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0279] This disclosure is intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A vehicle torque control method, characterized in that, include: The vehicle gear change and accelerator pedal opening change are detected, and the first engine requested torque at the current moment and the second engine requested torque at the previous moment are obtained. Obtain the vehicle's remaining battery power, and determine the target change gradient based on the first engine's requested torque, the second engine's requested torque, and the vehicle's remaining battery power. The requested torque of the vehicle engine is controlled based on the target change gradient; The control of the vehicle engine requested torque based on the target change gradient includes: The difference between the requested torque of the first engine and the requested torque of the second engine is calculated to obtain the target torque difference value. The target engine requested torque is determined based on the target torque difference and the target change gradient. Determining the target engine requested torque based on the target torque difference and the target change gradient includes: In response to the target torque difference being greater than a preset difference threshold, the second engine requested torque is summed with the target change gradient to obtain the third engine requested torque. The target engine requested torque is then determined based on the third engine requested torque and the first engine requested torque; or... In response to the target torque difference being less than a preset difference threshold, the second engine requested torque is subtracted from the target change gradient to obtain the fourth engine requested torque, and the target engine requested torque is determined based on the fourth engine requested torque and the first engine requested torque.

2. The method according to claim 1, characterized in that, The step of determining the target change gradient based on the requested torque of the first engine, the requested torque of the second engine, and the remaining battery power of the vehicle includes: The target gradient correction factor is determined based on the requested torque of the first engine, the requested torque of the second engine, and the remaining battery power of the vehicle. Obtain the gradient of the front axle torque change of the vehicle, and determine the target gradient change based on the target gradient correction factor and the gradient of the front axle torque change of the vehicle.

3. The method according to claim 2, characterized in that, The step of determining the target gradient correction factor based on the requested torque of the first engine, the requested torque of the second engine, and the remaining battery power of the vehicle includes: The first gradient correction factor is determined based on the requested torque of the first engine and the requested torque of the second engine. Based on the remaining battery power of the vehicle, determine the second gradient correction factor corresponding to the remaining battery power of the vehicle; The maximum value of the first gradient correction factor and the second gradient correction factor is taken as the target gradient correction factor.

4. The method according to claim 3, characterized in that, The step of determining the target engine requested torque based on the requested torque of the third engine and the requested torque of the first engine includes: Compare the requested torque of the third engine with the requested torque of the first engine; In response to the fact that the requested torque of the third engine is greater than the requested torque of the first engine, the requested torque of the first engine is taken as the target requested torque of the engine. or, In response to the third engine request torque being less than or equal to the first engine request torque, the third engine request torque is taken as the target engine request torque.

5. The method according to claim 1, characterized in that, The step of determining the target engine requested torque based on the fourth engine requested torque and the first engine requested torque includes: Compare the requested torque of the fourth engine with the requested torque of the first engine; In response to the fact that the requested torque of the fourth engine is greater than the requested torque of the first engine, the requested torque of the fourth engine is taken as the target engine requested torque; or, In response to the fourth engine request torque being less than or equal to the first engine request torque, the first engine request torque is taken as the target engine request torque.

6. The method according to claim 1, characterized in that, After determining the target engine requested torque based on the target torque difference and the target change gradient, the method further includes: Obtain vehicle operation information; In response to the vehicle operation information meeting the preset filtering conditions, the target filtering duration is determined; The target engine requested torque is filtered and the filtering time is continued for the target duration to obtain a new target engine requested torque.

7. The method according to claim 6, characterized in that, The determination of the target filtering duration includes: The initial filtering duration is determined based on the requested torque of the first engine and the requested torque of the second engine. Obtain the requested torque and actual torque of the front motor, and determine the target duration correction factor based on the requested torque and actual torque of the front motor; The target filtering duration is determined based on the initial filtering duration and the target duration correction factor.

8. A vehicle, characterized in that, include: Memory, used to store executable programs; processor; When the executable program is executed by the processor, the method as described in any one of claims 1-7 is implemented.

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