Vehicle torque control methods and vehicles

Abstract

This disclosure relates to the field of intelligent driving technology for vehicles, and provides a vehicle torque control method and vehicle. The method detects a change in vehicle gear and determines an initial gradient corresponding to the requested torque of the vehicle's front axle. In response to the initial gradient being greater than a preset gradient threshold, an initial requested torque of the front axle is obtained, and the initial gradient is corrected based on the initial requested torque to obtain a target gradient. Alternatively, in response to the initial gradient being less than or equal to the preset gradient threshold, the initial gradient is used as the target gradient. The requested torque of the vehicle's front axle is controlled based on the target gradient. This disclosure adjusts the gradient when the requested torque of the vehicle's front axle changes significantly, thereby avoiding sudden increases or decreases in the front axle torque and resulting in uneven torque transitions, thus preventing abnormal noise from the vehicle's motor and improving the user's driving 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, during the current filtering process, there are significant torque variations between adjacent moments, resulting in an uneven torque transition, which causes abnormal noise from the motor and affects the user's driving experience. 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 filtering the current required torque, there are large torque changes between adjacent moments, resulting in uneven torque transition, abnormal noise from the motor, and affecting the user's driving experience.

[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 is detected, and the initial change gradient corresponding to the requested torque of the vehicle's front axle is determined.

[0007] In response to the initial gradient change being greater than a preset gradient threshold, an initial front axle requested torque is obtained; the initial gradient change is then corrected based on the initial front axle requested torque to obtain the target gradient change; or...

[0008] 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.

[0009] The requested torque of the vehicle's front axle is controlled based on the target change gradient.

[0010] Based on the same inventive concept, a second aspect of this disclosure provides a vehicle torque control device, comprising:

[0011] The detection module is configured to detect changes in vehicle gear and determine the initial change gradient corresponding to the requested torque of the vehicle's front axle.

[0012] The first gradient change determination module is configured to, in response to the initial gradient change being greater than a preset gradient threshold, obtain an initial front axle requested torque, and correct the initial gradient change based on the initial front axle requested torque to obtain a target gradient change; or...

[0013] The second gradient determination module is configured to take the initial gradient as the target gradient in response to the initial gradient being less than or equal to a preset gradient threshold.

[0014] The torque control module is configured to control the requested torque of the vehicle's front axle based on the target change gradient.

[0015] 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.

[0016] 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.

[0017] 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.

[0018] 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 determines the initial change gradient corresponding to the requested torque of the vehicle's front axle. The initial change gradient is the filter magnitude used when initially filtering the allocated requested torque of the vehicle's front axle. If the initial change gradient is greater than a preset gradient threshold, it indicates a large change in the requested torque of the vehicle's front axle. To avoid problems such as abnormal motor noise caused by a large difference between the current torque change and subsequent smaller changes in the requested torque of the front axle, the initial requested torque of the front axle is obtained. Based on this initial requested torque, the initial change gradient is corrected to obtain the target change gradient, i.e., the initial change gradient is adjusted to achieve a smooth change in the requested torque of the vehicle's front axle. If the initial change 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 relatively small, and therefore there will be no problem of sudden changes in the requested torque of the front axle. In this case, the initial change gradient is used as the target change gradient. By adjusting the gradient of torque change 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 front axle torque can be avoided, thereby preventing abnormal noise from the vehicle's motor and improving the user's driving experience. Attached Figure Description

[0019] 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.

[0020] Figure 1 This is a flowchart of a vehicle torque control method according to an embodiment of the present disclosure;

[0021] Figure 2 This is a schematic diagram of torque change during gear shifting according to an embodiment of the present disclosure;

[0022] Figure 3 This is a flowchart of the vehicle torque control method according to the second embodiment of this disclosure;

[0023] Figure 4 This is a flowchart of a vehicle torque control method according to a third embodiment of the present disclosure;

[0024] Figure 5 This is a structural block diagram of a vehicle torque control device according to an embodiment of the present disclosure;

[0025] Figure 6 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. Detailed Implementation

[0026] 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.

[0027] 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.

[0028] The following are definitions of terms used in this disclosure:

[0029] 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.

[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 distributing torque, the torque requirements for the front axle, the engine, and the rear axle are determined separately. After filtering, the final required torques for each are output.

[0031] However, during the current filtering process, there are significant torque variations between adjacent moments, resulting in an uneven torque transition, which causes abnormal noise from the motor and affects the user's driving experience.

[0032] Therefore, this embodiment proposes a vehicle torque control method, such as... Figure 1 As shown, the method, applied to a vehicle controller, includes:

[0033] Step 101: Detect the vehicle gear change and determine the initial change gradient corresponding to the requested torque of the vehicle's front axle.

[0034] 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.

[0035] Step 102: 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.

[0036] In practice, the torque change during gear shifts is not a linear decrease, such as... Figure 2 As shown, Figure 2 This is a diagram illustrating the torque change during gear shifting. Figure 2 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.

[0037] 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.

[0038] 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.

[0039] or,

[0040] Step 103: 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.

[0041] 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.

[0042] 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.

[0043] Step 104: Control the requested torque of the vehicle's front axle based on the target change gradient.

[0044] In practice, the requested torque of the vehicle's front axle is controlled based on the target change gradient. This involves subtracting the initial requested torque of the front axle at the current moment from the target change gradient at the current moment, and the resulting difference is the target requested torque of the front axle at the next moment.

[0045] For example, if 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 target change gradient at the current moment is 20 Nm / s, then the target front axle requested torque at the next moment is 980 Nm.

[0046] 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.

[0047] 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 101 specifically includes:

[0048] Step 1011: Obtain the vehicle operation mode, wherein the vehicle operation mode is the control mode of the vehicle power system.

[0049] Step 1012: Determine the initial change gradient corresponding to the vehicle operation mode based on the vehicle operation mode.

[0050] 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.

[0051] 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 uses a small current to drive the wheels at low speed, avoiding the burden of frequent accelerator pedal use 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 the engine) 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.

[0052] 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.

[0053] 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.

[0054] 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 102, correcting the initial gradient change based on the initial front axle requested torque to obtain the target gradient change, specifically includes:

[0055] Step 1021: 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;

[0056] Step 1022: Determine the target change gradient based on the first correction factor and the initial change gradient.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] 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 1022 specifically includes:

[0064] Step 10A: Obtain the working status of the preset intelligent driving functions;

[0065] Step 10B: In response to the working state being activated, determine the second correction factor based on the initial change gradient;

[0066] Step 10C: 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.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] 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.

[0073] 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.

[0074] In this embodiment, when the preset intelligent driving function is activated, the system detects that the driver is pressing the accelerator pedal. At this time, the accelerator pedal opening is acquired, and the target throttle torque request corresponding to the accelerator pedal opening is determined. Specifically, the database is searched based on the accelerator pedal opening to determine the target throttle torque request corresponding to the accelerator pedal opening.

[0075] A preset torque request threshold is obtained, and then compared with another preset torque request threshold. This preset torque request threshold is the torque request corresponding to the execution of a preset intelligent driving function. If the target throttle torque request is greater than the preset torque request threshold, no correction to the change gradient is needed; the torque request of the vehicle's front axle is directly controlled based on the target change gradient. If the target throttle torque request is less than or equal to the preset torque request threshold, a second correction factor is determined based on the initial change gradient, and then a first change gradient is determined based on the second correction factor and the target change gradient.

[0076] For example, if the adaptive cruise control function is activated and the driver actively intervenes, temporarily overtakes or cancels the system control, such as when the driver presses the accelerator and the accelerator torque request is greater than the cruise control torque request, there is no need to correct the change gradient.

[0077] 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.

[0078] 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 10C involves controlling the requested torque on the front axle based on the first gradient, including:

[0079] Step 201: Monitor the accelerator pedal opening;

[0080] Step 202: In response to the detection of a decrease in accelerator pedal opening, obtain the actual torque of the front axle at the current moment;

[0081] Step 203: 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;

[0082] Step 204: Control the requested torque of the vehicle's front axle based on the second change gradient.

[0083] 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.

[0084] 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.

[0085] 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:

[0086] Step 2031: 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.

[0087] Step 2032: Determine the third correction factor based on the target torque difference and the actual torque of the front axle;

[0088] Step 2033: Determine the second change gradient based on the third correction factor and the first change gradient.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] 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.

[0093] 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.

[0094] 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 204, which involves controlling the requested torque on the front axle based on the second change gradient, includes:

[0095] Step 301: In response to detecting an increase in brake pedal opening, determine the brake pedal requested torque corresponding to the brake pedal opening;

[0096] Step 302: Determine the fourth correction factor based on the brake pedal requested torque and the initial front axle requested torque;

[0097] Step 303: 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.

[0098] 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.

[0099] 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.

[0100] 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.

[0101] 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.

[0102] 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.

[0103] 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.

[0104] 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, step 303, which involves controlling the requested torque of the front axle based on the third gradient, includes:

[0105] Step 3031: Detect an increase in vehicle acceleration and obtain the vehicle's rear axle motor speed and vehicle speed;

[0106] Step 3032: 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.

[0107] Step 3033: 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.

[0108] 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.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] Based on the same inventive concept, the second embodiment of this disclosure provides a vehicle torque control method, such as... Figure 3 As shown, the method specifically includes:

[0114] The vehicle's operating mode and current stage are obtained. For different operating modes, an initial change gradient corresponding to the vehicle's operating mode is determined. The current stage of the vehicle indicates the specific stage in which the vehicle is currently performing the six-segment filtering. Specifically, in this embodiment, as follows... Figure 2 As shown, the six-segment filter comprises 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.

[0115] Correction based on front axle requested torque: If the vehicle is in any of the four stages (HighNeg, LowNeg, HighPos, LowPos), the initial front axle requested torque and front axle motor speed are obtained. A first correction factor is determined based on the front axle motor speed and the initial front axle requested torque. A target change gradient is determined based on the first correction factor and the initial change gradient. This ensures that as the front axle requested torque approaches the Middle range, the correction factor gradually decreases, slowly approaching the change gradient of the Middle range.

[0116] Gradient correction when intelligent driving function is activated: The working state of preset intelligent driving functions is obtained, including an active state and an inactive state. The active state indicates that the preset intelligent driving function is enabled, and the inactive state indicates that the preset intelligent driving function is disabled and not in operation. In this embodiment, the preset intelligent driving functions include cruise control, adaptive cruise control, and flexible steering.

[0117] 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 database can be searched based on the initial change gradient to determine the second correction factor corresponding to the initial change gradient. The database stores the correspondence between the initial change gradient and the correction factor. In this embodiment, because the second correction factor is used to correct the change gradient of the requested torque on the front axle of the vehicle when the preset intelligent driving function is activated—that is, the purpose of the second correction factor is to increase the change gradient to avoid 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.

[0118] 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.

[0119] 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.

[0120] Gradient correction when releasing the accelerator pedal TipOut: Monitor the accelerator pedal opening. If the accelerator pedal opening decreases, it indicates that the vehicle is in the accelerator release phase. Obtain the actual torque of the front axle at the current moment. Correct the first change gradient based on the actual torque of the front axle and the initial requested torque of the front axle to obtain the second change gradient. Then, control the requested torque of the vehicle's front axle based on the second change gradient.

[0121] Braking Correction: 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.

[0122] 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.

[0123] 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.

[0124] Accelerated PoS Phase Bad Road Correction: Vehicle acceleration is monitored. If an increase in vehicle acceleration is detected, the rear axle motor speed and vehicle speed are acquired. 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 speeds. The rate of change of the vehicle speed represents the change between the current and previous speeds.

[0125] 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.

[0126] 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. A fourth change gradient is determined based on the fifth correction factor and the third change gradient, that is, 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.

[0127] Based on the same inventive concept, after determining the target change gradient of the requested torque of the vehicle's front axle, when determining the target requested torque of the front axle, it can be determined by combining the first requested torque of the front axle before filtering at the current moment and the second requested torque of the front axle after filtering at the previous moment. That is, the second embodiment of this disclosure provides a vehicle torque control method, specifically describing the process of determining the requested torque of the vehicle's front axle, such as... Figure 4 As shown, it specifically includes:

[0128] 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.

[0129] 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.

[0130] 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.

[0131] 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.

[0132] In this embodiment, the six segments correspond to six stages, namely 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 further subdivided into three stages: High, Mid, and Low.

[0133] 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.

[0134] 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.

[0135] 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.

[0136] 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.

[0137] 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.

[0138] 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.

[0139] 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.

[0140] 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.

[0141] Based on the same inventive concept, corresponding to any of the above-described embodiments, this disclosure also provides a vehicle torque control device.

[0142] refer to Figure 5 , Figure 5 The vehicle torque control device, as described in this embodiment, includes:

[0143] The detection module 401 is configured to detect changes in vehicle gear and determine the initial change gradient corresponding to the requested torque of the vehicle's front axle.

[0144] The first gradient change determination module 402 is configured to, in response to the initial gradient change being greater than a preset gradient threshold, obtain an initial front axle requested torque, and correct the initial gradient change based on the initial front axle requested torque to obtain a target gradient change; or...

[0145] The second gradient determination module 403 is configured to take the initial gradient as the target gradient in response to the initial gradient being less than or equal to a preset gradient threshold.

[0146] The torque control module 404 is configured to control the requested torque of the vehicle's front axle based on the target change gradient.

[0147] In some embodiments, the detection module 401 is specifically configured as follows:

[0148] Obtain the vehicle operation mode, wherein the vehicle operation mode is the control mode of the vehicle power system;

[0149] Based on the vehicle operation mode, determine the initial change gradient corresponding to the vehicle operation mode.

[0150] In some embodiments, the first gradient change determination module 402 is specifically configured to:

[0151] Obtain the front axle motor speed, and determine a first correction factor based on the front axle motor speed and the initial front axle requested torque;

[0152] The target change gradient is determined based on the first correction factor and the initial change gradient.

[0153] In some embodiments, the torque control module 404 is specifically configured as follows:

[0154] Obtain the working status of preset intelligent driving functions;

[0155] In response to the working state being activated, a second correction factor is determined based on the initial change gradient;

[0156] A first change gradient is determined based on the second correction factor and the target change gradient, and the requested torque of the vehicle's front axle is controlled based on the first change gradient.

[0157] In some embodiments, the torque control module 404 is specifically configured as follows:

[0158] Monitor accelerator pedal opening;

[0159] In response to the detection of a decrease in accelerator pedal opening, the actual torque of the front axle at the current moment is obtained;

[0160] 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 the second variation gradient;

[0161] The requested torque of the vehicle's front axle is controlled based on the second gradient change.

[0162] In some embodiments, the torque control module 404 is specifically configured as follows:

[0163] Obtain the actual front axle requested torque at the current moment, and calculate the difference between the initial front axle requested torque and the actual front axle requested torque to obtain the target torque difference value;

[0164] The third correction factor is determined based on the target torque difference and the actual torque of the front axle;

[0165] The second change gradient is determined based on the third correction factor and the first change gradient.

[0166] In some embodiments, the torque control module 404 is specifically configured as follows:

[0167] In response to detecting an increase in brake pedal opening, a brake pedal requested torque corresponding to the brake pedal opening is determined;

[0168] A fourth correction factor is determined based on the brake pedal requested torque and the initial front axle requested torque;

[0169] A third variation gradient is determined based on the fourth correction factor and the second variation gradient, and the requested torque of the vehicle's front axle is controlled based on the third variation gradient.

[0170] In some embodiments, the torque control module 404 is specifically configured as follows:

[0171] The vehicle's acceleration was detected to increase, and the speed of the rear axle motor and the vehicle's speed were obtained.

[0172] In response to the vehicle's rear axle motor speed change rate being greater than a first change rate threshold and the vehicle speed change rate being greater than a second change rate threshold, the road where the vehicle is located is determined to be a preset road;

[0173] A preset fifth correction factor is obtained, and a fourth change gradient is determined based on the fifth correction factor and the third change gradient. The requested torque of the vehicle's front axle is controlled based on the fourth change gradient.

[0174] 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.

[0175] 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.

[0176] 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.

[0177] 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.

[0178] 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.

[0179] 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.

[0180] 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.

[0181] 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.).

[0182] 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.

[0183] 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.

[0184] 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.

[0185] 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.

[0186] 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.

[0187] 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.

[0188] 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.

[0189] 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.

[0190] 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.

[0191] 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.

[0192] 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.

[0193] 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.

[0194] 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.

[0195] 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.

[0196] 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.

[0197] 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 is detected, and the initial change gradient corresponding to the requested torque of the vehicle's front axle is determined. In response to the initial gradient change being greater than a preset gradient threshold, an initial front axle requested torque is obtained; the initial gradient change is then corrected based on the initial front axle requested torque to obtain the target gradient change; or... 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. The requested torque of the vehicle's front axle is controlled based on the target change gradient; The control of the requested torque of the vehicle's front axle based on the target change gradient includes: The requested torque of the vehicle's front axle is controlled based on the first gradient change. The control of the requested torque of the vehicle's front axle based on the first gradient change includes: Monitor accelerator pedal opening; In response to the detection of a decrease in accelerator pedal opening, the actual torque of the front axle at the current moment is obtained; Obtain the actual front axle requested torque at the current moment, and calculate the difference between the initial front axle requested torque and the actual front axle requested torque to obtain the target torque difference value; The third correction factor is determined based on the target torque difference and the actual torque of the front axle; The second change gradient is determined based on the third correction factor and the first change gradient, wherein the first change gradient is the gradient obtained by correcting the target change gradient based on the second correction factor determined based on the initial change gradient when the preset intelligent driving function is activated. The requested torque of the vehicle's front axle is controlled based on the second gradient change.

2. The method according to claim 1, characterized in that, Determining the initial gradient corresponding to the requested torque of the vehicle's front axle includes: Obtain the vehicle operation mode, wherein the vehicle operation mode is the control mode of the vehicle power system; Based on the vehicle operation mode, determine the initial change gradient corresponding to the vehicle operation mode.

3. The method according to claim 1, characterized in that, The step of correcting the initial gradient based on the initial front axle requested torque to obtain the target gradient includes: Obtain the front axle motor speed, and determine a first correction factor based on the front axle motor speed and the initial front axle requested torque; The target change gradient is determined based on the first correction factor and the initial change gradient.

4. The method according to claim 1, characterized in that, The control of the requested torque of the vehicle's front axle based on the target change gradient includes: Obtain the working status of preset intelligent driving functions; In response to the working state being activated, a second correction factor is determined based on the initial change gradient; A first change gradient is determined based on the second correction factor and the target change gradient, and the requested torque of the vehicle's front axle is controlled based on the first change gradient.

5. The method according to claim 4, characterized in that, Following the activation of the operating state, the following is also included: Obtain the vehicle accelerator pedal opening and determine the target throttle torque request corresponding to the accelerator pedal opening; In response to the target throttle torque request being greater than a preset torque request threshold, the requested torque of the vehicle's front axle is controlled based on the target change gradient.

6. The method according to claim 1, characterized in that, The control of the requested torque of the vehicle's front axle based on the second gradient change includes: In response to detecting an increase in brake pedal opening, a brake pedal requested torque corresponding to the brake pedal opening is determined; A fourth correction factor is determined based on the brake pedal requested torque and the initial front axle requested torque; A third variation gradient is determined based on the fourth correction factor and the second variation gradient, and the requested torque of the vehicle's front axle is controlled based on the third variation gradient.

7. The method according to claim 6, characterized in that, The control of the requested torque of the vehicle's front axle based on the third gradient change includes: The vehicle's acceleration was detected to increase, and the speed of the rear axle motor and the vehicle's speed were obtained. In response to the vehicle's rear axle motor speed change rate being greater than a first change rate threshold and the vehicle speed change rate being greater than a second change rate threshold, the road where the vehicle is located is determined to be a preset road; A preset fifth correction factor is obtained, and a fourth change gradient is determined based on the fifth correction factor and the third change gradient. The requested torque of the vehicle's front axle is controlled based on the fourth change gradient.

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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