Torque adjusting method, electronic equipment and vehicle

Abstract

The invention provides a torque adjusting method, electronic equipment and a vehicle, and relates to the technical field of engine torque compensation, the method comprises the following steps: in response to a received starting instruction of a high-altitude auxiliary driving function, determining an initial torque according to acquired environment information of an area where the vehicle is located and a reference torque of an engine; determining an intention compensation parameter according to the obtained driving intention information of the driver, and determining a transition torque according to the intention compensation parameter and the initial torque; determining a torque adjustment parameter according to the obtained working condition information of the vehicle, determining a target torque according to the torque adjustment parameter and the transition torque, and driving the vehicle to run according to the target torque; according to the method, the output torque of the engine can be dynamically and accurately regulated and controlled, power attenuation caused by a high-altitude area is restrained, the power responsiveness, the driving stability and the energy efficiency performance of the vehicle are improved, and the driving safety of the vehicle and the driving experience of a driver are improved.

Description

Technical Field

[0001] This application relates to the field of engine torque compensation technology, and in particular to a torque adjustment method, electronic equipment, and vehicle. Background Technology

[0002] In high-altitude areas, due to the thin air and reduced atmospheric pressure, the amount of oxygen that a vehicle's engine takes in during the intake stroke is relatively reduced, leading to decreased engine combustion efficiency and power loss, affecting the driving experience and posing potential safety hazards during driving. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide a torque adjustment method, electronic equipment and vehicle, which aims to solve the technical problem of power attenuation of vehicle engines in high-altitude areas mentioned in the background art.

[0004] To achieve the above objectives, this application provides a torque adjustment method, comprising: In response to receiving the command to activate the high-altitude assisted driving function, the initial torque is determined based on the environmental information of the vehicle's location and the engine's reference torque. The intention compensation parameter is determined based on the obtained driver's driving intention information, and the transition torque is determined based on the intention compensation parameter and the initial torque. The torque adjustment parameters are determined based on the obtained vehicle operating condition information. The target torque is determined based on the torque adjustment parameters and the transition torque, and the vehicle is driven to run according to the target torque.

[0005] Furthermore, the environmental information of the area where the vehicle is located includes altitude data, air pressure data, ambient temperature data, and ambient humidity data; The step of determining the initial torque based on the acquired environmental information of the vehicle's location and the engine's reference torque includes: The first compensation torque and the second compensation torque are determined based on the altitude data and the air pressure data, respectively. The third compensation torque is determined based on the reference torque, the air pressure data, the ambient temperature data, and the ambient humidity data. The initial torque is determined based on the first compensation torque, the second compensation torque, and the third compensation torque.

[0006] Furthermore, the driver's driving intention information includes accelerator pedal opening data, accelerator pedal opening change rate, and vehicle driving mode. The step of determining the intention compensation parameter based on the obtained driver's driving intention information includes: Based on the accelerator pedal opening data, determine the acceleration weight coefficient corresponding to the accelerator pedal opening data; Based on the rate of change of the accelerator pedal opening, an acceleration compensation coefficient corresponding to the rate of change of the accelerator pedal opening is determined, and the acceleration weight coefficient is compensated based on the acceleration compensation coefficient to obtain the compensated acceleration weight coefficient. Based on the driving mode, determine the mode weight coefficient corresponding to the driving mode, and determine the intention compensation parameter according to the compensated acceleration weight coefficient and the mode weight coefficient. The accelerator pedal opening data is positively correlated with the corresponding acceleration weight coefficient.

[0007] Furthermore, the vehicle's operating information includes gear position data, engine speed, and vehicle speed; The step of determining the torque adjustment parameters based on the acquired vehicle operating condition information includes: Based on the gear position data, determine the gear position adjustment coefficient corresponding to the gear position data; The power stability coefficient is determined based on the engine speed and the vehicle speed, and the torque adjustment parameter is determined based on the gear adjustment coefficient and the power stability coefficient.

[0008] Further, determining the power stability coefficient based on the engine speed and the vehicle speed includes: In response to determining that the engine speed is less than a first preset speed threshold and the vehicle speed is less than a preset vehicle speed threshold, a preset first power limiting coefficient is used as the power stability coefficient. In response to determining that the engine speed is greater than or equal to a first preset speed threshold and less than a second preset speed threshold, a preset second power limiting coefficient is used as the power stability coefficient. In response to determining that the engine speed is greater than or equal to a second preset speed threshold, a preset third power limiting coefficient is used as the power stability coefficient.

[0009] Furthermore, the vehicle's operating condition information includes the temperature of the powertrain system; Determining the target torque based on the torque adjustment parameter and the transition torque includes: The transition torque is corrected based on the temperature of the power system to obtain the corrected transition torque. The target torque is determined based on the torque adjustment parameter and the corrected transition torque.

[0010] Furthermore, the temperature of the power system includes the engine fluid temperature and the transmission oil temperature; The step of correcting the transition torque based on the temperature of the power system to obtain the corrected transition torque includes: In response to determining that the engine fluid temperature is greater than a preset fluid temperature threshold, or the transmission oil temperature is greater than a preset oil temperature threshold, a preset first temperature limit coefficient is used as a target temperature limit coefficient, and the corrected transition torque is determined based on the target temperature limit coefficient and the transition torque. In response to the engine fluid temperature being less than or equal to a preset fluid temperature threshold and the transmission oil temperature being less than or equal to a preset oil temperature threshold, a preset second temperature limit coefficient is used as a target temperature limit coefficient, and the corrected transition torque is determined based on the target temperature limit coefficient and the transition torque. Wherein, the second temperature limiting coefficient is greater than the first temperature limiting coefficient, and one of the engine fluid temperature and the transmission oil temperature is negatively correlated with the first temperature limiting coefficient.

[0011] Furthermore, the torque adjustment method further includes: In response to the obtained information that the vehicle's brake pedal depressing depth is greater than or equal to a preset depth threshold, the high-altitude assisted driving function is controlled to switch to an inertial response mode, and the vehicle is driven according to the currently obtained actual output torque of the engine.

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

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

[0014] As can be seen from the above, the torque adjustment method, electronic device, and vehicle provided in this application can determine the initial torque after environmental information compensation by responding to the activation command of the high-altitude assisted driving function and combining the environmental information of the vehicle's location with the engine's reference torque, thus alleviating the problems of insufficient air intake and reduced combustion efficiency caused by high altitude areas. By incorporating the driver's driving intention information and determining the intention compensation parameter, and accordingly determining the transition torque, the vehicle's power output can be made more in line with the driver's actual operating needs, improving responsiveness and driving experience. By integrating the vehicle's operating condition information and determining the torque adjustment parameter, the transition torque can be finely corrected to obtain the target torque, ensuring that the power output takes into account environmental adaptability, driving intention, and the stability of the entire vehicle system. This method can achieve dynamic and precise control of engine output torque in complex environments such as high altitude, which is beneficial to suppressing the power attenuation caused by high altitude areas, optimizing the vehicle's power responsiveness, driving stability, and energy efficiency, and improving vehicle driving safety and driver's driving experience. Attached Figure Description

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

[0016] Figure 1 This is a flowchart of the torque adjustment method in the embodiments of this application; Figure 2 This is a flowchart of the method for determining the initial torque in the embodiments of this application; Figure 3 This is a flowchart of the method for determining the intended compensation parameters in the embodiments of this application; Figure 4 This is a flowchart of the torque adjustment parameter determination method in the embodiments of this application; Figure 5 This is a schematic diagram of the method for determining the dynamic stability coefficient in the embodiments of this application; Figure 6 This is a flowchart of the target torque compensation method in the embodiments of this application; Figure 7 This is a flowchart of the modified transition torque determination method in the embodiments of this application; Figure 8 This is a schematic diagram of the torque adjustment device in the embodiments of this application; Figure 9 This is a schematic diagram of the structure of the electronic device in the embodiments of this application. Detailed Implementation

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

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

[0019] At high altitudes, the air is thin, atmospheric pressure drops significantly, and the oxygen concentration in the air decreases markedly. For engines, the intake stroke relies on pressure differentials to draw in air for combustion. However, the low-pressure environment reduces the amount of air entering the engine, resulting in insufficient oxygen supply. This affects the fuel-air mixture ratio and combustion process during engine operation.

[0020] To ensure engine output power, the air-fuel ratio needs to be precisely controlled during operation to achieve efficient and complete combustion. However, at high altitudes, even if the fuel injection quantity remains constant, insufficient oxygen entering the engine combustion chamber leads to an overly rich mixture, resulting in incomplete combustion, reduced thermal efficiency, and consequently, a significant decrease in the engine's effective output power and torque—a power loss problem. This is particularly evident in traditional gasoline vehicles primarily powered by internal combustion engines and some hybrid vehicles that rely mainly on engines. The direct manifestation of this power loss is a noticeable decrease in power. Even if the driver increases the throttle opening by pressing the accelerator pedal deeply, the engine's power output cannot respond promptly. This sluggish power response not only weakens the smoothness and handling of the driving process but also affects the overall driving experience, posing potential safety risks in scenarios requiring rapid acceleration (such as overtaking, climbing steep slopes, or emergency avoidance), and constituting a significant threat to driving safety.

[0021] This application provides a torque adjustment method, in which a torque adjustment controller can be used as the execution subject; see reference. Figure 1 The torque adjustment method includes: S100: In response to receiving the command to activate the high-altitude assisted driving function, the initial torque is determined based on the environmental information of the vehicle's location and the engine's reference torque. In this step, the vehicle's high-altitude assisted driving function is a torque adjustment function for high-altitude areas. Once activated, the vehicle uses onboard sensors to collect environmental information about its location, combined with driver intent and vehicle operating conditions collected by the vehicle's sub-controllers, to form a data set. Based on this data set, the torque adjustment controller sends adjustment commands to the corresponding sub-controllers, causing the vehicle to automatically adjust parameters such as fuel injection, ignition timing, and turbocharger pressure to compensate for the vehicle's output torque. This mitigates power response lag caused by insufficient engine combustion efficiency, dynamically optimizing engine output torque while ensuring safe vehicle operation. This allows the vehicle to maintain good driving performance in high-altitude areas and reduces power loss due to environmental changes. The activation command for the high-altitude assisted driving function is a control signal from the vehicle controller to the torque adjustment controller. When the vehicle's current altitude exceeds a preset altitude threshold, this activation command can be automatically sent by the vehicle controller or manually triggered by the driver to activate or wake up the vehicle's high-altitude assisted driving function.

[0022] Furthermore, the engine's reference torque is the torque value output by the engine under standard test conditions, which can serve as a basic reference indicator characterizing the engine's power performance and load capacity. For example, taking a gasoline passenger car as an example, the environmental conditions for standard test conditions can be set to atmospheric pressure of 101.3 kPa, temperature of 25°C, and relative humidity of 60%; the power conditions for standard test conditions can be set to engine test speed of 5500-6500 rpm.

[0023] Furthermore, environmental information about the vehicle's location refers to data acquired by the vehicle related to its surrounding environment. This environmental information can include altitude, air pressure, ambient temperature, and humidity data, reflecting whether the vehicle is in a high-altitude, low-temperature, humid, or other special environment. It also provides reliable data support for determining the initial torque and compensates for the impact of environmental factors on engine power performance.

[0024] After receiving the activation command for the high-altitude assisted driving function, the torque adjustment controller receives environmental information about the vehicle's location and the engine's reference torque from onboard sensors and at least one sub-controller. Using the engine's reference torque as the basis for adjustment, the controller analyzes and processes the environmental information to determine the initial torque value after environmental factor compensation. This initial torque, combined with the impact of environmental information on engine intake and combustion efficiency, compensates for power losses caused by high altitude, providing an accurate and reliable data foundation for dynamically adjusting the vehicle's output torque. Compared to the vehicle's output torque before compensation, the initial torque obtained through this step allows for targeted adjustments and compensation for the adverse effects of high altitude.

[0025] S200: Determine the intention compensation parameter based on the obtained driver's driving intention information, and determine the transition torque based on the intention compensation parameter and the initial torque; In this step, the driver's intention information represents the driver's driving intentions and reflects relevant data on the driver's operational tendencies and driving decisions. This data can include accelerator pedal opening, opening change rate, and vehicle driving mode, among other things. The intention compensation parameter is a compensation coefficient generated based on the driver's driving intention information. It is used to correct the initial torque to obtain a transition torque that better matches actual driving needs.

[0026] After obtaining the initial torque, the torque adjustment controller further compensates for it by incorporating the driver's driving intention information, which can be acquired through sensing components and a sub-controller with information transmission and reception capabilities. Specifically, upon receiving the driving intention information, the torque adjustment controller determines the intention compensation parameter based on this information. This intention compensation parameter reflects the driver's current demand for power output and its changing trends, and is used to dynamically compensate for the initial torque determined by incorporating environmental information about the vehicle's location. Therefore, based on the acquired intention compensation parameter and the initial torque, a transition torque can be determined. This transition torque integrates the impact of environmental factors such as high altitude on engine performance and incorporates the driver's actual operating intentions, thereby responding more accurately and promptly to the vehicle's power demands and improving the vehicle's driving performance in high-altitude areas as well as the driver's current driving experience. Compared to the output torque before compensation, the transition torque obtained through this step balances the vehicle's environmental adaptability and driving responsiveness.

[0027] S300: Determines torque adjustment parameters based on the acquired vehicle operating condition information, determines the target torque based on the torque adjustment parameters and transition torque, and drives the vehicle to run according to the target torque.

[0028] In this step, the vehicle's operating condition information can be relevant data reflecting the vehicle's real-time operating status and the working conditions of its subsystems. This can include engine speed, vehicle speed, transmission gear position, powertrain temperature, and vehicle load status, providing data support for power output adjustment, energy management, and auxiliary function control. The torque adjustment parameter is a correction parameter determined based on the vehicle's operating condition information. It can further correct the transition torque to compensate for actual power deviations caused by factors such as mechanical losses, thermal conditions, power supply, or transmission efficiency, ensuring that the corrected torque better matches the vehicle's current operating needs.

[0029] After obtaining the transition torque, the torque adjustment controller can further compensate it by combining the vehicle's operating condition information. The torque adjustment controller acquires operating condition information reflecting the vehicle's actual operating state through sensing components and a sub-controller with information transmission and reception capabilities, and determines the torque adjustment parameters accordingly. In practice, the torque adjustment parameters can further correct the transition torque by integrating environmental information and driving intention information to address power deviations caused by the vehicle's operating condition information during operation. Based on this, the torque adjustment controller can analyze and process the torque adjustment parameters and the transition torque to determine a target torque that simultaneously meets the current driving environment, driving needs, and performance stability requirements. The target torque is then used to drive the vehicle in the current environment. The target torque generated through this step enables precise adjustment of the engine's output torque, allowing the vehicle to maintain stable and efficient operation in scenarios such as high-altitude areas, while balancing power, safety, and high energy efficiency.

[0030] Therefore, it can be seen that this torque adjustment method, by responding to the activation command of the high-altitude assisted driving function and combining the environmental information of the vehicle's location with the engine's reference torque, can determine the initial torque after environmental information compensation, alleviating the problems of insufficient air intake and reduced combustion efficiency caused by high altitude areas. By incorporating the driver's driving intention information and determining the intention compensation parameter, and accordingly determining the transition torque, the vehicle's power output can be made more in line with the driver's actual operating needs, improving responsiveness and driving experience. By integrating the vehicle's operating condition information and determining the torque adjustment parameter, the transition torque can be finely corrected to obtain the target torque, ensuring that the power output takes into account environmental adaptability, driving intention, and the stability of the entire vehicle system. This method can achieve dynamic and precise control of engine output torque in complex environments such as high altitude, which is beneficial to suppressing the power attenuation caused by high altitude areas, optimizing the vehicle's power responsiveness, driving stability, and energy efficiency, and improving vehicle driving safety and the driver's driving experience.

[0031] In some embodiments, based on the content described in S100, in response to receiving the command to activate the high-altitude assisted driving function, the following steps are included: S101: In response to determining that the acquired altitude data is greater than or equal to a preset altitude threshold, the vehicle is determined to be in a high-altitude area, a prompt message is generated to prompt the driver, and the activation / deactivation status of the high-altitude assisted driving function is adjusted according to the reception of control commands associated with the high-altitude assisted driving function. In this step, the preset altitude threshold is a pre-defined critical value used to distinguish between high-altitude and non-high-altitude areas. This threshold determines whether the vehicle has entered a high-altitude area, serving as the trigger condition for the high-altitude assisted driving function. The prompt message can be delivered in the form of voice, text, and images to prompt the driver whether to activate the vehicle's high-altitude assisted driving function. Control commands associated with the high-altitude assisted driving function can include activation commands to turn the function on or off, and deactivation commands to turn the function off or put it into sleep mode.

[0032] In practice, the torque adjustment controller can receive environmental information about the area where the vehicle is located from the sensing components, and can identify the altitude data of the area where the vehicle is currently located from the environmental information. After identifying the altitude data of the area, the altitude data can be compared with a preset altitude threshold to determine whether the vehicle is currently in a high-altitude area based on the comparison result.

[0033] Specifically, if the altitude data of the vehicle's current location is greater than or equal to a preset altitude threshold, it indicates that the vehicle has entered a high-altitude area. At this time, the torque adjustment controller generates a prompt message and sends it to the vehicle's display or voice reminder device, informing the driver of the vehicle's current environment and vehicle status in voice, text, or image format. Simultaneously, it inquires whether to activate the vehicle's high-altitude assisted driving function to cope with the current situation. Simultaneously, the torque adjustment controller receives control commands corresponding to the prompt message in real-time or periodically, determining whether to activate or deactivate the high-altitude assisted driving function based on the received control commands associated with it. If the high-altitude assisted driving function is activated, the torque adjustment controller executes the torque adjustment method to compensate for the vehicle's current output torque; if the high-altitude assisted driving function is not activated, the engine is controlled to drive the vehicle according to the current output torque. By executing this step, the high-altitude assisted driving function is ensured to intervene at appropriate times, guaranteeing the vehicle's safety, stability, and efficiency in high-altitude areas.

[0034] S102: In response to a control command received within a preset time period being an activation command, or if no control command is received within a preset time period, the high-altitude assisted driving function is switched to the activation state.

[0035] In this step, the preset time period is a fixed time interval set in advance to provide the driver with a reasonable feedback window to wait for or determine whether control commands related to the high-altitude assisted driving function have been received within the preset time period.

[0036] The torque adjustment controller can receive active control commands from the driver or automatic control commands from the vehicle controller, enabling it to control the activation / deactivation of the high-altitude driving assistance function based on these commands. In practice, the vehicle can receive control commands from the driver or vehicle controller in real-time or periodically within a preset time period. If the control command received within the preset time period is an activation command, it indicates that the driver has actively activated the high-altitude driving assistance function. If no control command is received within the preset time period, the driver is allowed to receive automatic intervention, and the high-altitude driving assistance function is automatically activated. This approach balances the driver's active control and automatic adjustment of the high-altitude driving assistance function, preventing the vehicle from lacking necessary power compensation in high-altitude areas due to driver negligence or operational delays, thereby improving vehicle performance and driving safety.

[0037] In some embodiments, the environmental information of the vehicle's location includes altitude data, air pressure data, ambient temperature data, and ambient humidity data. Among the environmental information of the vehicle's location, the altitude data is the vertical distance between the vehicle's current position and the sea level, used to reflect whether the vehicle is currently in a high-altitude area; the air pressure data is the pressure value of the atmosphere around the vehicle, which decreases as the altitude increases, affecting the engine's air intake and combustion efficiency; the ambient temperature data and ambient humidity data are the real-time temperature and humidity of the air in the area where the vehicle is located, respectively, affecting the air intake density during the engine stroke, and thus affecting the engine's combustion efficiency.

[0038] Based on the content described in S100, please refer to... Figure 2 The initial torque is determined based on the environmental information of the vehicle's location and the engine's reference torque, including: S111: Determine the first compensation torque and the second compensation torque based on altitude data and air pressure data, respectively; In this step, the first compensation torque is the compensation torque value that compensates for the power loss caused by altitude to the engine's intake air volume, and the second compensation torque is the compensation torque value that compensates for the power loss caused by atmospheric pressure to the engine's combustion efficiency.

[0039] When the high-altitude assisted driving function of the vehicle is activated, the torque adjustment controller can acquire the altitude and air pressure data of the area where the vehicle is located. Based on the altitude data, it can determine a first compensation torque, and based on the air pressure data, it can determine a second compensation torque. In practice, the increase in altitude reduces the amount of oxygen in the engine's intake air, causing a decrease in engine output power. After acquiring the altitude data of the vehicle's area, the torque adjustment controller can determine the first compensation torque to compensate for the loss of output power according to preset altitude and torque compensation rules.

[0040] For example, the preset altitude and torque compensation rules can be shown in Table 1: Table 1

[0041] As shown in Table 1, when the altitude data obtained by the torque control controller is 2500m, based on the content shown in Table 1, the unit compensation amount corresponding to this altitude data is 0.02N. Therefore, the first compensation torque can be obtained according to the following formula (1): (1); In formula (1), This indicates the altitude data of the area where the vehicle is located. Indicates the unit compensation amount. The first compensation torque is 50 NM, calculated according to formula (1) based on the obtained altitude and unit compensation amount.

[0042] Furthermore, considering the errors introduced during the altitude data measurement process, the first compensation torque can be corrected using the corresponding altitude correction coefficient. Thus, the corrected first compensation torque can be obtained according to the following formula (2): (2); In formula (2), This indicates the corrected first compensation torque. The altitude correction coefficient is represented by the first compensation torque and the altitude correction coefficient. According to formula (2), the corrected first compensation torque is 50 NM, and the corrected first compensation torque replaces the original first compensation torque.

[0043] Furthermore, in practice, the air pressure in the region affects the intake air density, so fluctuations in air pressure cause changes in the actual intake air volume and lead to differences in combustion efficiency. After acquiring the air pressure data of the vehicle's location, the torque adjustment controller can determine the second compensation torque based on a preset engine universal characteristic diagram and the current air pressure value to compensate for the output power loss caused by the atmospheric pressure in the region. By executing this step, the first and second compensation torques can be obtained, providing an adjustment basis for subsequently generating the initial torque and even the target torque.

[0044] It should be noted that the universal characteristic diagram of an engine is a graph corresponding to the engine's performance characteristics. It can reflect the performance characteristic curves of the engine under different load and speed conditions, as well as the impact of specific air pressure data on key indicators such as torque, power, or fuel consumption rate, ensuring that optimized control strategies for various air pressure conditions can be implemented. This will not be elaborated further here.

[0045] S112: Determine the third compensation torque based on the reference torque, air pressure data, ambient temperature data, and ambient humidity data; In this step, the environmental information of the vehicle's location also affects the intake air density. Compared to the impact of altitude and atmospheric pressure on the engine's intake air volume during the stroke, ambient temperature and humidity affect the engine's intake air density and oxygen content. Specifically, ambient temperature changes the intensity of thermal motion of the surrounding air, thus affecting air density and causing fluctuations in the total amount of oxygen in the air. Changes in ambient humidity change the water vapor content in the air. The higher the water vapor content, the more pronounced the space-occupying effect on oxygen and other gases. Even if the overall air density changes slightly, the oxygen content may decrease, reducing the amount of oxygen actually participating in combustion and affecting the engine's combustion efficiency, resulting in a significant loss in its actual output torque. Therefore, when the high-altitude assisted driving function is activated, in addition to considering the impact of altitude and atmospheric pressure on engine performance, it is also necessary to consider the additional effects of ambient temperature and humidity and compensate for them in terms of output torque.

[0046] In practice, the torque adjustment controller can obtain the engine's reference torque as a basis, determine the third compensation torque based on the third compensation torque determination rule, and determine the third compensation torque based on the ambient temperature and humidity data of the vehicle's location obtained by the sensing components. The third compensation torque can compensate for and correct the impact of ambient temperature and humidity on air density and oxygen content. Therefore, by executing this step, the vehicle's adaptability to complex environments and operational stability can be further improved.

[0047] For example, after obtaining the engine's reference torque, as well as the ambient temperature and humidity data of the area where the vehicle is located, the current air density ratio can be calculated according to the following formula (3); (3); In formula (3), This indicates the air density ratio of the area where the vehicle is located. This indicates the air pressure data for the area where the vehicle is located, in kPa. This indicates the ambient temperature of the area where the vehicle is located, in °C. This represents the ambient humidity data of the area where the vehicle is located; in addition, 101.325 in formula (3) represents the standard air pressure, and 288.15 represents the standard temperature (i.e., 15℃), therefore " This indicates the conversion of Celsius temperature to thermodynamic temperature; " indicates the term that corrects the effect of humidity on air density; therefore, given the ambient temperature and humidity data of the engine, combined with the air pressure data of the area where the vehicle is located, the air density ratio of the area where the vehicle is located can be determined according to formula (3).

[0048] Furthermore, after obtaining the intake density ratio of the engine intake stroke, the third compensation torque can be calculated according to the following formula (4) in combination with the engine's reference torque. (4); In formula (4), This indicates the third compensation torque. The reference torque of the engine is represented by formula (3). Therefore, based on the air density ratio obtained by formula (3) and the reference torque of the engine, the third compensation torque can be calculated based on formula (4). Thus, the combination of formula (3) and formula (4) can serve as a rule for determining the third compensation torque.

[0049] S113: Determine the initial torque based on the first compensation torque, the second compensation torque, and the third compensation torque.

[0050] In this step, when the high-altitude assisted driving function is activated, the initial torque can be used as a torque correction value to compensate for the power loss caused by environmental factors in high-altitude areas.

[0051] In practice, the first, second, and third compensation torques obtained by the torque adjustment controller reflect the impact of different environmental variables such as altitude, atmospheric pressure, ambient temperature, and ambient humidity on engine output performance. After obtaining these three compensation torques, the torque adjustment controller can fuse or weight them based on the initial torque determination rules to obtain an initial torque corrected for multi-dimensional environmental factors. This initial torque can mitigate the power loss caused by factors such as altitude, air pressure changes, and temperature and humidity variations, improving the engine's basic output capability in high-altitude areas. It also provides accurate and reliable basic data for subsequent dynamic torque optimization based on driving intention information and vehicle operating conditions. By executing this step, it is possible to ensure that the vehicle maintains good power and driving responsiveness in high-altitude areas.

[0052] For example, after obtaining the first compensation torque, the second compensation torque and the third compensation torque, the initial torque can be obtained according to the following formula (5); (5) In formula (5), Indicates the initial torque. Indicates the first compensation torque; This represents the second compensation torque (derived from the engine's universal characteristic diagram). The third compensation torque is represented by the formula (5). Therefore, given the first, second, and third compensation torques, the initial torque can be calculated using formula (5). In other words, formula (5) can be used as a rule for determining the initial torque.

[0053] In some embodiments, the driver's driving intention information includes accelerator pedal opening data, accelerator pedal opening change rate, and vehicle driving mode. Accelerator pedal opening data refers to the depth to which the driver depresses the accelerator pedal, characterizing the degree of throttle opening. Its value ranges from 0% to 100%, and different ranges can be categorized into economic cruising, normal acceleration, and emergency acceleration to reflect the desired acceleration intensity. The accelerator pedal opening change rate is a preset rate of change in accelerator pedal opening per unit time, used to determine the urgency of the driver's demand for vehicle power, thus positioning the accelerator pedal in a state of gentle, normal, or emergency depressing. The vehicle driving mode is the type of vehicle control strategy set (e.g., economy mode, comfort mode, sport mode, or snow mode). In different modes, the vehicle's response characteristics to power output and other systems will differ to meet different driving needs or adaptability to road conditions.

[0054] Based on the content described in S200, please refer to... Figure 3Based on the obtained driver's driving intention information, the intention compensation parameters are determined, including: S210: Based on the accelerator pedal opening data, determine the acceleration weight coefficient corresponding to the accelerator pedal opening data; In this step, the acceleration weighting coefficient is an amplification factor dynamically adjusted based on the accelerator pedal opening, used to quantify the driver's demand for power output. Specifically, the accelerator pedal opening data can be positively correlated with the corresponding acceleration weighting coefficient; that is, the deeper the accelerator pedal is depressed and the greater the throttle opening, the higher the acceleration weighting coefficient, thus enabling the vehicle to output stronger driving force and enhancing the alignment between the driver's driving intentions and the acceleration response.

[0055] In practice, the vehicle's torque adjustment controller receives accelerator pedal opening data from the sensing components that detect the accelerator pedal. Specifically, it retrieves a first preset mapping relationship (e.g., lookup table, piecewise function, or linear / nonlinear formula) stored in the vehicle. Based on this mapping relationship, the accelerator pedal opening data is converted into a corresponding acceleration weighting coefficient. Since there is a positive correlation between the accelerator pedal opening data and the corresponding acceleration weighting coefficient—that is, the acceleration weighting coefficient increases as the accelerator pedal opening data increases—the acceleration weighting coefficient can be used to compensate for the initial torque, ensuring that the accelerator pedal depressing depth is correlated with the driver's driving experience. This step, yielding the acceleration weighting coefficient, allows the vehicle to respond more sensitively to the driver's acceleration intentions.

[0056] For example, the acceleration weighting coefficient corresponding to the accelerator pedal opening data can be set as follows: There is a positive correlation between the accelerator pedal opening and the acceleration weighting coefficient; that is, the deeper the accelerator pedal is depressed, the larger the opening and the larger the acceleration weighting coefficient. Specifically, when the accelerator pedal opening is between 0-30%, it indicates that the vehicle is in an economy cruising state. The value ranges from 0.3 to 0.6; when the accelerator pedal opening is between 30% and 70%, it indicates that the vehicle is in a normal state. The value range is 0.7-1; when the accelerator pedal opening is between 70% and 100%, it indicates that the vehicle is in a state of rapid acceleration. The value ranges from 0.2 to 1.5. Therefore, this method can be used to determine the acceleration weight coefficient. A first-preset mapping relationship.

[0057] S220: Based on the rate of change of the accelerator pedal opening, determine the acceleration compensation coefficient corresponding to the rate of change of the accelerator pedal opening, and compensate the acceleration weight coefficient based on the acceleration compensation coefficient to obtain the compensated acceleration weight coefficient. In this step, the acceleration compensation coefficient is a pre-set correction factor that can be selected and adjusted according to the rate of change of the accelerator pedal opening. It is used to further correct and adjust the acceleration weight coefficient. Specifically, the corresponding acceleration compensation coefficient can be determined according to the rate of change range corresponding to the rate of change of the accelerator pedal opening.

[0058] In practice, the vehicle's torque adjustment controller monitors the rate of change of the accelerator pedal opening. Once the controller receives this rate of change, it converts it into a corresponding acceleration compensation coefficient using a second preset mapping relationship (e.g., a lookup table or function model). After obtaining the acceleration compensation coefficient, the controller adjusts the acceleration weight coefficient determined based on the accelerator pedal opening data according to preset coefficient correction rules and the compensation coefficient, resulting in a compensated acceleration weight coefficient. This way, even if the accelerator pedal opening data remains constant, a sudden press of the accelerator pedal will result in a higher acceleration weight coefficient, allowing the vehicle to output stronger instantaneous torque. In other words, the dual detection of accelerator pedal opening data and its rate of change allows for a better understanding of the driver's acceleration needs, enhancing the vehicle's sensitivity to the driver's intentions. Therefore, this step improves the accuracy of the vehicle's power response to the driver's intentions and enhances the naturalness of the driving experience.

[0059] For example, the acceleration compensation coefficient corresponding to the rate of change of the accelerator pedal opening can be set as follows: When the rate of change of the accelerator pedal opening is less than 100%, it indicates that the driver is accelerating the vehicle smoothly. The value can be 0.8; when the rate of change of the accelerator pedal opening is between 100% and 300%, it indicates that the driver is accelerating the vehicle normally. The value can be 1; when the rate of change of the accelerator pedal opening is greater than 300%, it indicates that the driver is accelerating the vehicle urgently. The value can be 1.3. Therefore, this method can be used to determine the acceleration compensation coefficient. A second preset mapping relationship; by introducing an acceleration compensation coefficient to correct the acceleration weight coefficient, the vehicle can more accurately identify the driver's intention to accelerate rapidly and provide a more timely and sensitive torque response.

[0060] For example, the torque adjustment controller obtains the acceleration weight coefficient of the current accelerator pedal. and its acceleration compensation coefficient Then, the accelerated weight coefficient after compensation can be determined according to the following formula (6); (6); In formula (6), This represents the acceleration weight coefficient after compensation; This represents the acceleration weighting coefficient. The acceleration compensation coefficient is represented by the formula (6). Therefore, after the torque adjustment controller obtains the acceleration weight coefficient and the acceleration compensation coefficient, it can calculate the compensated acceleration weight coefficient according to the formula (6). Thus, the formula (6) can be used as a preset coefficient correction rule.

[0061] S230: Based on the driving mode, determine the mode weight coefficient corresponding to the driving mode, and determine the intention compensation parameter based on the obtained compensated acceleration weight coefficient and mode weight coefficient. In this step, the mode weighting coefficient is a pre-set weighting coefficient that is selected and adjusted according to the vehicle's current driving mode (such as Sport mode, Comfort mode, Eco mode, and Sport mode). This mode weighting coefficient can reflect the degree of demand for power response characteristics of the vehicle in different driving modes and is used to adjust the strength of power response in different driving modes.

[0062] In practice, the vehicle's torque adjustment controller acquires the vehicle's current driving mode. After acquiring the current driving mode, the torque adjustment controller determines the corresponding mode weight coefficient based on the currently activated driving mode and a third preset mapping relationship. Further, after acquiring the compensated acceleration weight coefficient and mode weight coefficient, the torque adjustment controller determines the intent compensation parameter based on a set intent compensation parameter determination rule. This intent compensation parameter, combined with the driver's operational intent and the overall vehicle control strategy, serves as a key basis for targeted adjustments to the initial torque, enabling the vehicle to respond promptly to the driver's real-time operations and to reasonably adjust power output according to the selected driving mode. Therefore, by executing this step, the consistency and adaptability of the driving experience and power output can be improved.

[0063] For example, let the mode weight coefficient of the motion pattern be... When the vehicle switches to Sport mode, the corresponding driving mode... It can be set to 1.3 to ensure the driver experiences a distinct sense of sportiness during acceleration; when the vehicle switches to comfort mode, the corresponding driving mode... It can be set to 1 to ensure the smooth operation of the vehicle; when the vehicle switches to economy mode, the corresponding driving mode... A value of 0.7 can suppress vehicle power output and improve energy efficiency; when the vehicle switches to snow mode, the value corresponding to that driving mode... A value of 0.5 can enhance vehicle stability and prevent skidding. Therefore, this method can be used to determine the mode weighting coefficient. The third preset mapping relationship.

[0064] For example, after obtaining the compensated acceleration weight coefficient and mode weight coefficient, the torque adjustment controller can determine the intended compensation parameter according to the following formula (7); (7); In formula (7), Indicates the intention to compensate for the parameter. This represents the accelerated weighting coefficient after compensation. The mode weight coefficient is represented by (7). Therefore, after obtaining the compensated acceleration weight coefficient and mode weight coefficient, the torque adjustment controller can calculate the compensated intention compensation parameter according to formula (7). Thus, formula (7) can be used as a rule for determining intention compensation parameters.

[0065] Furthermore, there is a positive correlation between the accelerator pedal opening data and the corresponding acceleration weight coefficient.

[0066] In some embodiments, the vehicle's operating information includes gear position data, engine speed, and vehicle speed; gear position data is the gear currently in which the vehicle's transmission is engaged, reflecting the speed ratio status of the vehicle's powertrain; engine speed is the number of revolutions per minute of the engine crankshaft, used to characterize its workload; and vehicle speed is the vehicle's current travel speed, indicating how fast the vehicle is moving.

[0067] Furthermore, when driving at high altitudes, firstly, the gear selection alters the transmission ratio, affecting torque amplification. As the gear gradually decreases, the transmission ratio of the vehicle's drivetrain increases, thus gradually improving the engine's power compensation effect. In other words, lower gears help compensate for power loss, while higher gears result in insufficient amplification and a decrease in output torque. Secondly, excessively high or low engine speeds can lead to incomplete combustion and increased mechanical losses. Too low an engine speed reduces the amount of air drawn in during the intake stroke, resulting in incomplete combustion and a significant drop in torque output. Conversely, excessively high engine speeds increase the intake and exhaust frequency, exacerbating the problem of insufficient air intake at high altitudes and increasing engine mechanical losses, thereby reducing torque transmission efficiency. Therefore, only when the engine speed is set within a suitable range can effective torque output be guaranteed. In addition, in high-altitude areas, vehicle speed and output torque are inversely related. That is, the faster the vehicle speed, the greater the driving resistance such as air resistance and rolling resistance. At high altitudes, the engine power itself decreases, making it difficult to provide enough torque to support high-speed driving. In order to maintain the vehicle speed, excessive torque consumption will occur. Therefore, the insufficient output torque caused by excessive resistance can be alleviated by concentrating the power into effective output torque.

[0068] Based on the content described in S300, please refer to... Figure 4Based on the obtained vehicle operating condition information, the torque adjustment parameters are determined, including: S310: Based on the gear data, determine the gear adjustment coefficient corresponding to the gear data; In this step, the gear adjustment coefficient is a pre-set proportional factor based on the current gearbox gear data. It can reflect the amplification or attenuation effect of different gears on engine torque, ensuring that the power output matches the physical characteristics of the vehicle's transmission system.

[0069] In practice, the vehicle's torque adjustment controller acquires the current gear data and determines the corresponding gear adjustment coefficient based on a fourth preset mapping relationship (such as a calibration table or function model). This ensures that the gear adjustment coefficient reflects the transmission system's speed ratio characteristics when different gears are selected. By introducing the gear adjustment coefficient, the power output can better match the current transmission state of the transmission system, enabling more precise and efficient wheel-end drive force control in different scenarios such as starting, climbing, or high-speed cruising. Therefore, this step improves the smoothness of driving at high altitudes.

[0070] Taking a manual transmission as an example, the gear adjustment coefficient can be defined as follows: When the gear selection data is 1st gear, then The value is 0.9 to prevent large torque shocks at low vehicle speeds; when the gear data is any of 2nd, 3rd, or 4th gear, then... The values ​​are 1, 1.1, and 1.2 respectively; when the gear data is 5th gear, then The value is 1; at the same time, this method can be used as a way to determine the gear adjustment coefficient. The fourth preset mapping relationship.

[0071] S320: The power stability coefficient is determined based on engine speed and vehicle speed, and the torque adjustment parameter is determined based on the gear adjustment coefficient and the power stability coefficient.

[0072] In this step, the power stability coefficient is an adjustment factor determined based on engine speed and vehicle speed. It is used to suppress sudden changes in torque output, making power transmission more stable and smooth, avoiding jerks or shocks during starting, acceleration, or gear shifting, and improving driving comfort.

[0073] In practical implementation, the vehicle's torque adjustment controller can obtain the vehicle's current engine speed and vehicle speed, and determine the corresponding power stability coefficient based on the combination of engine speed and vehicle speed. This power stability coefficient reflects the smoothness requirement of power transmission under the current driving conditions. For example, the power stability coefficient can be set as follows: When the vehicle is running at low speeds and low RPMs (engine speed below 1500 rpm and vehicle speed below 20 km / h), to avoid jerking, the torque adjustment controller selects a smaller power stability coefficient (e.g., To control a smooth torque output; when the vehicle is running at medium speeds (engine speed between 1500-4500 rpm), the torque adjustment controller selects a larger power stability coefficient (e.g., This controls the smooth output of torque; at high speeds, the torque adjustment controller can select a relatively appropriate dynamic stability coefficient (e.g., ...). This is to maintain vehicle response efficiency, thereby suppressing sudden changes in output torque and improving driving smoothness.

[0074] Furthermore, the vehicle's torque adjustment controller calculates the torque adjustment parameters based on the obtained gear adjustment coefficient and power stability coefficient, according to preset torque adjustment parameter determination rules. In determining these torque adjustment parameters, the matching requirements between the current engine speed and vehicle speed are comprehensively considered, ensuring power response while reducing shift shocks, transmission vibrations, or acceleration jerks. Therefore, this step contributes to a more comfortable and stable driving experience.

[0075] For example, after obtaining the gear adjustment coefficient and the power stability coefficient, the torque adjustment controller can derive the torque adjustment parameter according to the following formula (8); (8) In formula (8), Indicates the torque adjustment parameter. Indicates the gear adjustment coefficient. The torque adjustment controller, after obtaining the gear adjustment coefficient and the power stability coefficient, can calculate the torque adjustment parameter based on (8). Therefore, formula (8) can be used as a preset torque adjustment parameter determination rule.

[0076] In some embodiments, based on the content described in S320, participants Figure 5 The power stability coefficient is determined based on engine speed and vehicle speed, including: S321: In response to determining that the engine speed is less than a first preset speed threshold and the vehicle speed is less than a preset vehicle speed threshold, the preset first power limit coefficient is used as the power stability coefficient. In this step, the first preset speed threshold is a speed threshold value of the engine speed preset by the vehicle, used to identify whether the vehicle is in a low speed condition; for example, the first preset speed threshold can be set to 1500 rpm; the preset vehicle speed threshold is a preset vehicle speed threshold value, used to determine whether the vehicle is in a starting or extremely low speed state; for example, the preset vehicle speed threshold can be set to 20 km / h.

[0077] Furthermore, the first power limiting factor is a fixed factor preset by the system (e.g., This is used to actively limit the maximum output torque of the engine or drive system under corresponding low-speed and low-RPM operating conditions to prevent slippage, stalling, or mechanical shock, and to ensure the stability and safety of the vehicle when starting or idling.

[0078] In practice, the vehicle's torque adjustment controller monitors engine speed and vehicle speed, comparing each with preset thresholds and generating a comparison result. When the comparison result indicates that the engine speed is lower than the first preset speed threshold and the vehicle speed is lower than the preset speed, it indicates that the vehicle is in a starting, idling, or extremely low-speed condition, i.e., a low-speed, low-RPM condition. At this time, the vehicle's powertrain (e.g., the engine) is relatively sensitive to load and has weak thermal management capabilities, posing risks such as slippage and overload. To ensure smooth engine operation and system safety, the torque adjustment controller can activate a protection strategy, using a pre-calibrated first power limiting coefficient as the currently effective power stability coefficient. This power stability coefficient is used to attenuate the target torque and actively limit power output, avoiding problems such as engine stalling, transmission shock, or drive wheel slippage caused by low-speed, high-load conditions. Therefore, by executing this step, the controllability and safety of the vehicle under low-speed conditions can be improved.

[0079] S322: In response to determining that the engine speed is greater than or equal to a first preset speed threshold and less than a second preset speed threshold, the preset second power limit coefficient is used as the power stability coefficient. In this step, the second preset speed threshold is a higher engine speed limit preset by the vehicle, which can be used to divide the operating range into medium speed and high speed. When the engine speed is greater than the first preset speed threshold and less than the second preset speed threshold, it indicates that the vehicle is in a medium load condition. For example, the second preset speed threshold can be set to 4500 rpm.

[0080] Furthermore, the second power limiting coefficient is a fixed coefficient preset within the mid-speed range (e.g., Since the output torque is relatively stable at this time, no excessive intervention is needed. Therefore, it is used to slightly limit the target torque to balance power output and system safety.

[0081] In practice, the torque adjustment controller monitors engine speed in real time and compares the acquired engine speed with a first preset speed threshold and a second preset speed threshold. When the detected engine speed is greater than or equal to the first preset speed threshold but less than the second preset speed threshold, it indicates that the vehicle's engine speed is in the mid-range. At this time, the vehicle corresponds to normal acceleration or cruising conditions, the power system operates relatively stably, and the thermal load is moderate. The torque adjustment controller can then use a preset second power limiting coefficient as the current power stability coefficient to reduce the degree of engine intervention. This power stability coefficient slightly limits the target torque without significant attenuation, while also preserving the vehicle's power response capability and safety margin, preventing overheating or overload under continuous medium-to-high loads. By executing this step, the power output strategy can be dynamically adjusted, balancing performance and efficiency reliability.

[0082] S323: In response to determining that the engine speed is greater than or equal to a second preset speed threshold, a preset third power limit coefficient is used as the power stability coefficient; In this step, the third power limiting factor is a fixed factor preset by the vehicle (e.g., This is used to actively limit torque output when the engine speed is high, that is, when it reaches or exceeds the second preset speed threshold, in order to prevent the power system from overheating, overloading, or exceeding the safe operating range.

[0083] In practice, the torque adjustment controller continuously monitors the engine speed and compares it with both a first and a second preset speed threshold. When the engine speed is detected to be greater than or equal to the second preset speed threshold, it indicates that the vehicle's engine has entered a high-speed operating state. At this time, the engine and transmission system may be subjected to relative thermal loads, mechanical stresses, or emission control pressures. To prevent overload, overheating, or exceeding safety limits, the torque adjustment controller can activate corresponding protection strategies. It can use a preset third power limit coefficient as the current power stability coefficient, causing the obtained target torque to decay, thereby actively limiting the vehicle's power output. This ensures driving safety and powertrain durability while avoiding potential failures caused by continuous high-speed operation. This step achieves a dynamic balance between power performance and system protection under high-speed conditions.

[0084] For example, the torque adjustment controller can determine the intention compensation parameter based on the obtained driver's driving intention information, and determine the transition torque based on the intention compensation parameter and the initial torque; to obtain the transition torque, for example, the transition torque can be calculated according to the following formula (9); (9) In formula (9), Indicates the transition torque. Indicates the initial torque. The parameter indicates the intended compensation parameter; therefore, after obtaining the initial torque and the intended compensation parameter, the torque adjustment controller can calculate the transition torque based on (9). Therefore, formula (9) can be used as a preset transition torque determination rule.

[0085] For example, the third power limiting factor can be set to be greater than the first power limiting factor and less than the second power limiting factor.

[0086] In some embodiments, the vehicle's operating condition information includes the temperature of the powertrain. The vehicle's powertrain is the power assembly responsible for transmitting driving force, including the engine, transmission, and driveshaft. The powertrain temperature is a thermal state parameter generated during operation (e.g., the temperature of the engine coolant and the transmission lubricating oil), which can reflect the powertrain's efficiency and power output capability. Taking engine coolant temperature as an example, excessively high engine coolant temperature may lead to ignition timing adjustments or power limitation, while excessively low temperature may affect lubrication and combustion stability.

[0087] Based on the content described in S300, please refer to... Figure 6 The step of determining the target torque based on the torque adjustment parameter and the transition torque includes: S330: The transition torque is corrected based on the temperature of the power system to obtain the corrected transition torque; In practice, the torque adjustment controller receives the vehicle's powertrain temperature from the sensing components and the vehicle's sub-controllers. Considering the protective limitations that powertrain temperature imposes on the vehicle's output torque, the torque adjustment controller, upon receiving the powertrain temperature data, further corrects the transition torque according to preset temperature compensation rules for the powertrain, resulting in a more accurate transition torque that better reflects the vehicle's actual operating conditions. This corrected transition torque takes into account the performance constraints imposed by the powertrain's own temperature, ensuring that the corrected torque responds to environmental changes in the vehicle's location and the driver's intentions, while also ensuring that the vehicle outputs reasonable power performance suitable for the current thermal state. Therefore, by executing this step, the high-altitude assisted driving function can provide stable and reliable power output under various operating conditions.

[0088] For example, after obtaining the transition torque, the corrected transition torque can be calculated based on the temperature of the power system according to the following formula (10); (10); In formula (10), This indicates the corrected transition torque. Indicates the transition torque. The target temperature limit coefficient is used to correct the transition compensation coefficient. Therefore, after obtaining the transition torque, the corrected transition torque can be calculated based on the temperature of the power system and formula (10). Thus, formula (10) can be used as a preset rule for calculating the corrected transition torque.

[0089] S340: Determine the target torque based on the torque adjustment parameter and the corrected transition torque.

[0090] In practice, the torque adjustment controller obtains both the torque adjustment parameters and the corrected transition torque. The corrected transition torque incorporates multi-dimensional data, including compensation for high-altitude environmental conditions, driver intent, and powertrain temperature limitations, providing a more comprehensive reflection of the vehicle's current driving requirements. Simultaneously, the torque adjustment parameters represent further analysis of the vehicle's operating conditions, allowing for fine-tuning of the transition torque to match transmission characteristics, improve ride smoothness, or meet safety constraints. Therefore, the target torque determined by combining the torque adjustment parameters and the corrected transition torque, used as the engine's drive torque, preserves responsiveness to high-altitude environments and driver intent while also considering the vehicle's performance boundaries and comfort requirements under current operating conditions. Thus, the target torque obtained through this step ensures stable and reliable power output in high-altitude areas.

[0091] After obtaining the torque adjustment parameters and the corrected transition torque, the target torque can be calculated according to the following formula (11); (11); In formula (11), Indicates the target torque. This indicates the corrected transition torque. The torque adjustment parameter is represented by (11). Therefore, after obtaining the torque adjustment parameter and the corrected transition torque, the target torque can be calculated based on (11). Thus, formula (11) can be used as a preset target torque calculation rule.

[0092] In some embodiments, the temperature of the power system includes the engine coolant temperature and the transmission oil temperature; the engine coolant temperature is the temperature of the engine coolant, which reflects the engine's thermal state and operating load, and the transmission oil temperature is the temperature of the lubricating oil inside the transmission, which reflects the transmission's thermal state and operating load; therefore, the combination of these two temperatures can reflect the power system's thermal state.

[0093] Based on the content described in S330, please refer to Figure 7 The step of correcting the transition torque based on the temperature of the power system to obtain the corrected transition torque includes: S331: In response to determining that the engine fluid temperature is greater than a preset fluid temperature threshold or the transmission oil temperature is greater than a preset oil temperature threshold, a preset first temperature limit coefficient is used as a target temperature limit coefficient, and the corrected transition torque is determined based on the target temperature limit coefficient and the transition torque. In this step, the preset liquid temperature threshold is a pre-set upper limit value for the engine coolant temperature, which can be used to determine whether the engine is in an overheated state; similarly, the preset oil temperature threshold is a pre-set upper limit value for the transmission lubricating oil temperature, which can be used to identify whether the transmission is in an overheated state.

[0094] Furthermore, the preset first temperature limiting coefficient is a pre-set protective attenuation coefficient in the vehicle, used to limit torque output to prevent overheating damage to the powertrain when the engine fluid temperature or transmission oil temperature is too high. For example, the value of the first temperature limiting coefficient ranges from 0.5 to 0.8, i.e. The value ranges from 0.5 to 0.8, and it is negatively correlated with either the engine fluid temperature or the transmission oil temperature. This means that the higher the temperature, the lower the allowable output torque, in order to reduce the load on the powertrain and balance the operational safety and performance requirements of the engine and transmission. The target temperature limit coefficient is the actual limiting coefficient that takes effect during torque compensation. When the detected fluid or oil temperature exceeds the corresponding temperature threshold, the first temperature limit coefficient is used as the target temperature limit coefficient, and the transition torque is corrected accordingly to generate a corrected transition torque that balances vehicle performance and driving safety.

[0095] In practice, the torque adjustment controller receives the engine fluid temperature and the transmission oil temperature, comparing the obtained engine fluid temperature with preset fluid temperature thresholds and the obtained transmission oil temperature with preset oil temperature thresholds to generate corresponding comparison results. When the torque adjustment controller detects that either the engine fluid temperature or the transmission oil temperature exceeds the preset fluid temperature threshold, it indicates that the powertrain may be at risk of overheating. To prevent mechanical damage or performance degradation due to continuous high-load operation, the torque adjustment controller can apply a thermal protection mechanism, using a preset first temperature limit coefficient used to limit torque output as the target temperature limit coefficient.

[0096] Furthermore, the torque adjustment controller can obtain a corrected transition torque based on the determined target temperature limit coefficient and the transition torque constrained by the thermal state. The corrected transition torque retains the compensation effect for the high-altitude environment and the driver's driving intentions, while also matching the output power of the limited power system with the current thermal tolerance of the power system. Therefore, by performing this step, the driving performance and thermal safety requirements of the vehicle can be balanced, ensuring that the vehicle can still operate stably and reliably under high temperature or high load conditions.

[0097] S332: In response to the engine fluid temperature being less than or equal to a preset fluid temperature threshold and the transmission oil temperature being less than or equal to a preset oil temperature threshold, a preset second temperature limit coefficient is used as a target temperature limit coefficient, and the corrected transition torque is determined based on the target temperature limit coefficient and the transition torque. In this step, the preset second temperature limit coefficient is a pre-set protective coefficient in the vehicle. It is used to ensure that the engine fluid temperature and transmission oil temperature are both within safe ranges (i.e., not exceeding their respective preset thresholds). At this point, the powertrain's thermal state is good, and therefore, no limitation is imposed on the torque output of the engine and transmission. For example, the value of the second temperature limit coefficient is 1, i.e. The value is 1. The target temperature limit coefficient is the actual limit coefficient used for torque correction. When the engine fluid temperature and transmission oil temperature do not exceed their respective temperature thresholds, the second temperature limit coefficient can be used as the target temperature limit coefficient to correct the transition torque, thereby generating a corrected transition torque that takes into account environmental compensation, driving intention compensation, and power performance. Since there is no risk of overheating in the power system under this condition, a larger target temperature limit coefficient can ensure that the vehicle's engine can provide sufficient power output.

[0098] In practice, the torque adjustment controller receives the engine fluid temperature and the transmission oil temperature, comparing the obtained engine fluid temperature with preset fluid temperature thresholds and the obtained transmission oil temperature with preset oil temperature thresholds to generate corresponding comparison results. When the torque adjustment controller detects that the engine fluid temperature is less than or equal to the preset fluid temperature threshold, or the transmission oil temperature is less than or equal to the preset oil temperature threshold, it indicates that the vehicle's powertrain is in a normal thermal operating state and there is no risk of overheating. To ensure that the vehicle can output the target torque to adapt to high-altitude environments and diverse driving intentions, the torque adjustment controller can apply a second preset temperature threshold as a target temperature limiting coefficient.

[0099] Furthermore, the modified transition torque retains the compensation effect for the high-altitude environment, adapts to the driver's driving intentions, and matches the output power of the limited power system with the current thermal operating state of the power system. Therefore, by performing this step, the driving performance and thermal safety requirements of the vehicle can be balanced, ensuring that the vehicle can still operate stably and reliably under high temperature or high load conditions.

[0100] Wherein, the second temperature limiting coefficient is greater than the first temperature limiting coefficient, and one of the engine fluid temperature and the transmission oil temperature is negatively correlated with the first temperature limiting coefficient.

[0101] In some embodiments, the torque adjustment method further includes: in response to the obtained braking pedal depth of the vehicle being greater than or equal to a preset depth threshold, controlling the high-altitude assisted driving function to switch to an inertial response mode, and driving the vehicle to run according to the currently obtained actual output torque of the engine.

[0102] The brake pedal depth refers to the distance or extent to which the brake pedal is pressed down from its original position when the driver depresses it. It reflects the driver's intention to decelerate or stop the vehicle, achieving the desired deceleration or parking. There is a positive correlation between the brake pedal depth and the braking force applied to the vehicle; the vehicle's braking system adjusts the braking force based on this depth signal to achieve smooth and safe deceleration. Furthermore, the inertial response mode of the high-altitude driving assistance function allows the torque adjustment controller to suspend active compensation and adjustment of engine torque under specific conditions (such as when the driver presses the brake pedal deeply), maintaining the current output torque to avoid interfering with braking operations or causing power conflicts, thus ensuring driving safety and smoothness.

[0103] In practice, the vehicle's torque adjustment controller monitors the brake pedal depth in real time and compares it with a preset depth threshold, obtaining the corresponding comparison result. When the torque adjustment controller detects that the brake pedal depth is greater than or equal to the preset depth threshold, it indicates that the driver is performing moderate or emergency braking, and the controller determines that the vehicle is in a state of clear deceleration or braking intent. At this time, to prevent the high-altitude driving assistance function from continuing to actively increase or adjust engine torque and interfering with the braking process or causing power output conflict, the torque adjustment controller switches the high-altitude driving assistance function to an inertial response mode to improve the safety of the vehicle operating in high-altitude areas.

[0104] In inertial response mode, the high-altitude driving assistance function suspends active compensation and adjustment of engine torque, and instead drives the vehicle according to the currently acquired actual engine output torque. It no longer dynamically optimizes based on environment, driving intentions, or operating conditions, preventing unnecessary power intervention during braking, improving driving safety and handling stability, and avoiding energy waste or driving discomfort caused by continuous function intervention. When the torque adjustment controller determines that the braking state has been released (e.g., brake pedal released or the pedal depth is less than a preset threshold), the torque adjustment controller can control the normal operating mode of the high-altitude driving assistance function.

[0105] Compared to related technologies that rely solely on sensor signals such as slope, pedal opening, and acceleration to adjust output torque, or that adapt output torque to high-altitude environments by switching driving modes, the torque adjustment method provided in this application has the following advantages: First, in response to the command to activate the high-altitude assisted driving function, this torque adjustment method can combine regional environmental information and engine reference torque to determine the environmentally compensated initial torque, which can comprehensively consider various environmental factors and specifically alleviate the technical problems of insufficient air intake and reduced combustion efficiency in high-altitude areas. Secondly, this torque adjustment method determines the transition torque by incorporating driving intention information and generating intention compensation parameters, making the vehicle's power output more in line with the driver's actual operating needs, and greatly improving responsiveness and driving experience. Furthermore, this torque adjustment method combines vehicle operating condition information to determine torque adjustment parameters, and after fine-tuning the transition torque, the target torque is obtained, achieving a simultaneous balance between environmental adaptability, driving intention, and overall vehicle system stability.

[0106] In summary, compared to torque adjustment methods in related technologies, this torque adjustment method can dynamically and precisely control the engine output torque in complex high-altitude environments, effectively suppressing power loss caused by high altitude, while optimizing vehicle power responsiveness, driving stability and energy efficiency, further improving driving safety and driving experience. Compared to the single-dimensional adjustment of related technologies, its adaptability, accuracy and comprehensive performance are better.

[0107] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0108] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0109] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a torque compensation device.

[0110] refer to Figure 8 The torque compensation device includes an initial torque determination module 11, a transition torque determination module 12, and a target torque determination module 13; wherein: The initial torque determination module is used to determine the initial torque in response to receiving the activation command of the high-altitude assisted driving function, based on the environmental information of the vehicle's location and the engine's reference torque. The transition torque determination module is used to determine the intention compensation parameter based on the obtained driver's driving intention information, and to determine the transition torque based on the intention compensation parameter and the initial torque. The target torque determination module is used to determine the torque adjustment parameters based on the acquired vehicle operating condition information, determine the target torque based on the torque adjustment parameters and the transition torque, and drive the vehicle to run according to the target torque.

[0111] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0112] The apparatus of the above embodiments is used to implement the corresponding torque adjustment method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0113] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the torque adjustment method described in any of the above embodiments.

[0114] Figure 9 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.

[0115] 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.

[0116] 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.

[0117] 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 sensing components, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0118] 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.).

[0119] 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.

[0120] 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.

[0121] The electronic devices described above are used to implement the corresponding torque adjustment methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0122] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the torque adjustment method as described in any of the above embodiments.

[0123] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0124] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the torque adjustment 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.

[0125] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0126] It is understood that before using the technical solutions of the various embodiments in this application, the driver will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and the driver's authorization will be obtained.

[0127] For example, upon receiving a driver's active request, a prompt message is sent to the driver to clearly inform them that the requested operation will require the acquisition and use of the driver's personal information. This allows the driver to 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 application's technical solution.

[0128] As an optional but not limited implementation, in response to a driver's active request, sending a prompt message to the driver could be done via a pop-up window, which could display the prompt message in text format. Furthermore, the pop-up window could also include a selection control allowing the driver to choose whether to "agree" or "disagree" to provide personal information to the electronic device.

[0129] It is understood that the above notification and driver authorization process is merely illustrative and does not limit the implementation of this application. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this application.

[0130] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0131] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0132] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0133] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A torque adjustment method, characterized in that, include: In response to receiving the command to activate the high-altitude assisted driving function, the initial torque is determined based on the environmental information of the vehicle's location and the engine's reference torque. The intention compensation parameter is determined based on the obtained driver's driving intention information, and the transition torque is determined based on the intention compensation parameter and the initial torque. The torque adjustment parameters are determined based on the obtained vehicle operating condition information. The target torque is determined based on the torque adjustment parameters and the transition torque, and the vehicle is driven to run according to the target torque.

2. The torque adjustment method according to claim 1, characterized in that, The environmental information of the area where the vehicle is located includes altitude data, air pressure data, ambient temperature data, and ambient humidity data; The step of determining the initial torque based on the acquired environmental information of the vehicle's location and the engine's reference torque includes: The first compensation torque and the second compensation torque are determined based on the altitude data and the air pressure data, respectively. The third compensation torque is determined based on the reference torque, the air pressure data, the ambient temperature data, and the ambient humidity data. The initial torque is determined based on the first compensation torque, the second compensation torque, and the third compensation torque.

3. The torque adjustment method according to claim 1, characterized in that, The driver's driving intention information includes accelerator pedal opening data, accelerator pedal opening change rate, and vehicle driving mode. The step of determining the intention compensation parameter based on the obtained driver's driving intention information includes: Based on the accelerator pedal opening data, determine the acceleration weight coefficient corresponding to the accelerator pedal opening data; Based on the rate of change of the accelerator pedal opening, an acceleration compensation coefficient corresponding to the rate of change of the accelerator pedal opening is determined, and the acceleration weight coefficient is compensated based on the acceleration compensation coefficient to obtain the compensated acceleration weight coefficient. Based on the driving mode, determine the mode weight coefficient corresponding to the driving mode, and determine the intention compensation parameter according to the compensated acceleration weight coefficient and the mode weight coefficient. The accelerator pedal opening data is positively correlated with the corresponding acceleration weight coefficient.

4. The torque adjustment method according to claim 1, characterized in that, The vehicle's operating information includes gear position data, engine speed, and vehicle speed; The step of determining the torque adjustment parameters based on the acquired vehicle operating condition information includes: Based on the gear position data, determine the gear position adjustment coefficient corresponding to the gear position data; The power stability coefficient is determined based on the engine speed and the vehicle speed, and the torque adjustment parameter is determined based on the gear adjustment coefficient and the power stability coefficient.

5. The torque adjustment method according to claim 4, characterized in that, The step of determining the power stability coefficient based on the engine speed and the vehicle speed includes: In response to determining that the engine speed is less than a first preset speed threshold and the vehicle speed is less than a preset vehicle speed threshold, a preset first power limiting coefficient is used as the power stability coefficient. In response to determining that the engine speed is greater than or equal to a first preset speed threshold and less than a second preset speed threshold, a preset second power limiting coefficient is used as the power stability coefficient. In response to determining that the engine speed is greater than or equal to a second preset speed threshold, a preset third power limiting coefficient is used as the power stability coefficient.

6. The torque adjustment method according to claim 1, characterized in that, The vehicle's operating condition information includes the temperature of the powertrain system; Determining the target torque based on the torque adjustment parameter and the transition torque includes: The transition torque is corrected based on the temperature of the power system to obtain the corrected transition torque. The target torque is determined based on the torque adjustment parameter and the corrected transition torque.

7. The torque adjustment method according to claim 6, characterized in that, The temperature of the power system includes the engine fluid temperature and the transmission oil temperature; The step of correcting the transition torque based on the temperature of the power system to obtain the corrected transition torque includes: In response to determining that the engine fluid temperature is greater than a preset fluid temperature threshold, or the transmission oil temperature is greater than a preset oil temperature threshold, a preset first temperature limit coefficient is used as a target temperature limit coefficient, and the corrected transition torque is determined based on the target temperature limit coefficient and the transition torque. In response to the engine fluid temperature being less than or equal to a preset fluid temperature threshold and the transmission oil temperature being less than or equal to a preset oil temperature threshold, a preset second temperature limit coefficient is used as a target temperature limit coefficient, and the corrected transition torque is determined based on the target temperature limit coefficient and the transition torque. Wherein, the second temperature limiting coefficient is greater than the first temperature limiting coefficient, and one of the engine fluid temperature and the transmission oil temperature is negatively correlated with the first temperature limiting coefficient.

8. The torque adjustment method according to claim 1, characterized in that, Also includes: In response to the obtained information that the vehicle's brake pedal depressing depth is greater than or equal to a preset depth threshold, the high-altitude assisted driving function is controlled to switch to an inertial response mode, and the vehicle is driven according to the currently obtained actual output torque of the engine.

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

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

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