Torque adjusting method and device and vehicle

Abstract

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

Description

[0001] This application is a divisional application of the invention application filed on September 5, 2022, with Chinese application number 202280099763.9 and titled "A Torque Adjustment Method, Device and Vehicle". Technical Field

[0002] This application relates to the field of intelligent driving, and more specifically, to a torque regulation method, device, and vehicle. Background Technology

[0003] When a vehicle is in regenerative braking mode and traversing unpaved roads, the drive wheels may lose contact with the ground or slip. In this situation, the regenerative torque on the drive wheels causes an increase in wheel speed and velocity deviation, leading to a slip ratio exceeding a certain threshold. This triggers either the anti-lock braking system (ABS) or dynamic traction control (DTC). When ABS or DTC is activated, the vehicle disengages from regenerative braking, preventing the driver from using it for a period of time, resulting in a poor user experience. Summary of the Invention

[0004] This application provides a torque adjustment method, device, and vehicle. By intervening with torque during the energy recovery process of the vehicle, it helps to prevent the wheel slip ratio from increasing, thereby reducing the probability of triggering ABS or DTC. At the same time, it can also keep the vehicle in the energy recovery state, which helps to improve the user's driving experience.

[0005] The term "vehicle" in this application is used in a broad sense and can refer to means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiments of this application do not specifically limit the type of vehicle.

[0006] In a first aspect, a torque regulation method is provided, the method comprising: obtaining a requested torque value; determining a first intervention torque value based on the wheel acceleration and the overall vehicle acceleration of the vehicle; and controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value.

[0007] In this embodiment, by requesting torque and intervention torque determined by wheel acceleration and vehicle acceleration, the vehicle is controlled to perform energy recovery, which helps to prevent the wheel slip ratio from increasing and reduces the probability of triggering ABS or DTC; at the same time, it can also keep the vehicle in an energy recovery state, which helps to improve the user's driving experience.

[0008] In some possible implementations, acquiring the requested torque value includes acquiring the requested torque value when the vehicle is in an energy recovery state.

[0009] In some possible implementations, determining the first intervention torque value based on the vehicle's wheel acceleration and overall vehicle acceleration includes: determining the first intervention torque value based on the difference between the vehicle's wheel acceleration and overall vehicle acceleration.

[0010] In this embodiment of the application, the wheel state can be obtained by the difference between the wheel acceleration and the vehicle acceleration, thereby determining whether the vehicle's slip ratio has a continuing trend of increasing.

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

[0012] In some possible implementations, the difference between wheel acceleration and vehicle acceleration is a function of the intervention torque value.

[0013] In some possible implementations, controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value includes: controlling the vehicle to perform energy recovery based on the difference between the requested torque value and the first intervention torque value.

[0014] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: obtaining a road surface type; determining a second intervention torque value based on the road surface type; wherein controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value includes: controlling the vehicle to perform energy recovery based on the requested torque value, the first intervention torque value, and the second intervention torque value.

[0015] In this embodiment, the vehicle can intervene with torque according to the road surface type, which can prevent the wheel slip ratio from increasing and reduce the probability of triggering ABS or DTC; at the same time, it can also keep the vehicle in an energy recovery state, which helps to improve the user's driving experience.

[0016] The above road surface types can be the types of roads the vehicle is currently on.

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

[0018] In some possible implementations, obtaining the road surface type includes determining the road surface type based on data collected by sensors outside the vehicle's cabin.

[0019] In some possible implementations, obtaining the road surface type includes: obtaining the road surface type based on map information.

[0020] In conjunction with the first aspect, in some implementations of the first aspect, obtaining the road surface type includes: obtaining the wheel speed fluctuation frequency of the vehicle; and determining the road surface type based on the wheel speed fluctuation frequency.

[0021] In this embodiment, the wheel speed fluctuation frequency differs when the vehicle is traveling on paved and unpaved roads. Therefore, wheel speed fluctuation frequency can be considered when applying torque intervention. This allows the system to identify whether the road surface the vehicle is currently on is paved or unpaved. By suppressing wheel speed fluctuations through torque intervention, the increased wheel slip ratio can be avoided, reducing the probability of triggering ABS or DTC. Simultaneously, it keeps the vehicle in an energy recovery state, contributing to a better driving experience.

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

[0023] In some possible implementations, the method further includes: acquiring the wheel speed fluctuation frequency of the vehicle; and determining the second intervention torque value based on the wheel speed fluctuation frequency.

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

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

[0026] In some possible implementations, the wheel speed fluctuation frequency and the intervention torque value are functionally related.

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

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

[0029] In conjunction with the first aspect, in some implementations of the first aspect, controlling the vehicle to perform energy recovery based on the requested torque value, the first intervention torque value, and the second intervention torque value includes: determining a third intervention torque value based on the first intervention torque value and the second intervention torque value; and controlling the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value.

[0030] In this embodiment, the vehicle can determine a third intervention torque value based on a first intervention torque value and a second intervention torque value, and then control the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value. This avoids increasing wheel slip ratio, reducing the probability of triggering ABS or DTC; simultaneously, it allows the vehicle to remain in an energy recovery state, contributing to an improved driving experience.

[0031] In conjunction with the first aspect, in some implementations of the first aspect, determining the third intervention torque value based on the first intervention torque value and the second intervention torque value includes: determining the lowest torque value among the first intervention torque value and the second intervention torque value as the third intervention torque value.

[0032] In this embodiment, the lowest torque value between the first and second intervention torque values ​​can be determined as the third intervention torque value. This avoids triggering ABS or DTC due to increased wheel slip ratio, while also improving the efficiency of energy recovery in the vehicle.

[0033] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: obtaining the slip ratio of the vehicle; determining a correction coefficient based on the slip ratio; wherein controlling the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value includes: determining a fourth intervention torque value based on the third intervention torque value and the correction coefficient; and controlling the vehicle to perform energy recovery based on the requested torque value and the fourth intervention torque value.

[0034] In this embodiment, the vehicle's slip ratio can also be considered when applying torque intervention. A correction coefficient calculated using the slip ratio is used to adjust the third intervention torque value. Thus, by comprehensively considering factors such as wheel acceleration, vehicle acceleration, wheel speed fluctuation frequency, and slip ratio for torque intervention, the wheel slip ratio can be prevented from increasing, reducing the probability of triggering ABS or DTC. Simultaneously, it allows the vehicle to remain in an energy recovery state, contributing to an improved driving experience.

[0035] In some possible implementations, the larger the slip ratio, the larger the correction factor.

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

[0037] In some possible implementations, the slip ratio and the correction coefficient are functionally related.

[0038] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: obtaining the slip ratio of the vehicle; determining a correction coefficient based on the slip ratio; wherein controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value includes: determining a fifth intervention torque value based on the first intervention torque value and the correction coefficient; and controlling the vehicle to perform energy recovery based on the requested torque value and the fifth intervention torque value.

[0039] In this embodiment, the vehicle's slip ratio can also be considered when applying torque intervention. The first intervention torque value is corrected using a correction coefficient calculated from the slip ratio. Thus, by comprehensively considering factors such as wheel acceleration, vehicle acceleration, and slip ratio for torque intervention, the wheel slip ratio can be prevented from increasing, reducing the probability of triggering ABS or DTC; simultaneously, it also keeps the vehicle in an energy recovery state, contributing to an improved driving experience.

[0040] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: when the number of torque interventions during energy recovery is greater than or equal to a preset number, controlling the vehicle to perform energy recovery based on historical torque intervention values; or, when the duration of torque interventions during energy recovery is greater than or equal to a preset duration, controlling the vehicle to perform energy recovery based on historical torque intervention values.

[0041] In this embodiment, when the number or duration of torque intervention during energy recovery meets certain conditions, the vehicle can be controlled to perform energy recovery based on historical torque intervention values. This saves the vehicle's computing resources and reduces the probability of triggering ABS or DTC during subsequent driving.

[0042] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: increasing the braking torque of the vehicle's braking system while controlling the vehicle to perform energy recovery, and / or activating a drag-increasing device.

[0043] In this embodiment, when torque intervention is performed, the braking torque of the vehicle's braking system can be increased and / or the aerodynamic drag enhancement device can be activated, which helps to avoid the vehicle's braking distance from becoming longer due to continuous torque intervention, thus improving vehicle safety; at the same time, it can also avoid giving the user a feeling of lurching forward when torque intervention is performed, thus improving the user's driving experience.

[0044] In conjunction with the first aspect, in some implementations of the first aspect, obtaining the requested torque value includes: determining the requested torque value based on at least one of the vehicle speed, the opening of the vehicle's accelerator pedal, and the opening of the vehicle's brake pedal.

[0045] In a second aspect, a torque regulation device is provided, comprising: an acquisition unit for acquiring a requested torque value; a determination unit for determining a first intervention torque value based on the wheel acceleration and the overall vehicle acceleration of the vehicle; and a control unit for controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value.

[0046] In conjunction with the second aspect, in some implementations of the second aspect, the acquisition unit is further configured to acquire the road surface type; the determination unit is further configured to determine the second intervention torque value based on the road surface type; wherein the control unit is configured to: control the vehicle to perform energy recovery based on the requested torque value, the first intervention torque value and the second intervention torque value.

[0047] In conjunction with the second aspect, in some implementations of the second aspect, the acquiring unit is further configured to acquire the wheel speed fluctuation frequency of the vehicle; the determining unit is further configured to determine the road surface type based on the wheel speed fluctuation frequency.

[0048] In conjunction with the second aspect, in some implementations of the second aspect, the determining unit is configured to: determine a third intervention torque value based on the first intervention torque value and the second intervention torque value; and the control unit is configured to control the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value.

[0049] In conjunction with the second aspect, in some implementations of the second aspect, the determining unit is configured to: determine the lowest torque value among the first intervention torque value and the second intervention torque value as the third intervention torque value.

[0050] In conjunction with the second aspect, in some implementations of the second aspect, the acquisition unit is further configured to acquire the slip ratio of the vehicle; the determination unit is further configured to determine a correction coefficient based on the slip ratio; wherein the control unit is configured to: determine a fourth intervention torque value based on the third intervention torque value and the correction coefficient; and control the vehicle to perform energy recovery based on the requested torque value and the fourth intervention torque value.

[0051] In conjunction with the second aspect, in some implementations of the second aspect, the acquisition unit is further configured to acquire the slip ratio of the vehicle; the determination unit is further configured to determine a correction coefficient based on the slip ratio; wherein the control unit is configured to: determine a fifth intervention torque value based on the first intervention torque value and the correction coefficient; and control the vehicle to perform energy recovery based on the requested torque value and the fifth intervention torque value.

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

[0053] In conjunction with the second aspect, in some implementations of the second aspect, the control unit is also used to increase the braking torque of the vehicle's braking system and / or activate the drag-increasing device when controlling the vehicle to perform energy recovery.

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

[0055] Thirdly, a torque regulating device is provided, the device including a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit to cause the device to perform any of the possible methods in the first aspect.

[0056] Fourthly, a torque regulation system is provided, which includes a motor and a torque regulation device as described in any one of the second or third aspects above.

[0057] Fifthly, a vehicle is provided that includes the torque adjustment device described in any one of the second or third aspects above, or includes the torque adjustment system described in the fourth aspect above.

[0058] In a sixth aspect, a computer program product is provided, the computer program product comprising: computer program code, which, when run on a computer, causes the computer to perform any of the possible methods described in the first aspect above.

[0059] It should be noted that the above-mentioned computer program code can be stored in whole or in part on the first storage medium, wherein the first storage medium can be packaged together with the processor or packaged separately from the processor. This application embodiment does not specifically limit this.

[0060] In a seventh aspect, a computer-readable medium is provided, the computer-readable medium storing program code that, when run on a computer, causes the computer to perform any of the possible methods described in the first aspect above.

[0061] Eighthly, embodiments of this application provide a chip system including a processor for calling a computer program or computer instructions stored in a memory to cause the processor to execute any of the possible methods described in the first aspect above.

[0062] In conjunction with the eighth aspect, in one possible implementation, the processor is coupled to the memory via an interface.

[0063] In conjunction with the eighth aspect, in one possible implementation, the chip system also includes a memory in which computer programs or computer instructions are stored. Attached Figure Description

[0064] Figure 1 This is a functional block diagram of a vehicle provided in an embodiment of this application.

[0065] Figure 2 This is a schematic flowchart of the torque adjustment method provided in the embodiments of this application.

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

[0067] Figure 4 This is another schematic flowchart of the torque adjustment method provided in the embodiments of this application.

[0068] Figure 5 This is another schematic flowchart of the torque adjustment method provided in the embodiments of this application.

[0069] Figure 6 This is another schematic flowchart of the torque adjustment method provided in the embodiments of this application.

[0070] Figure 7 This is a schematic block diagram of the torque adjustment device provided in the embodiments of this application. Detailed Implementation

[0071] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. "And / or" in this document is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone.

[0072] The prefixes such as "first" and "second" used in this application embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes used to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the claims or the context of the embodiments, and should not constitute unnecessary restrictions due to the use of such prefixes. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0073] As mentioned earlier, when a vehicle is in regenerative braking mode and traversing unpaved roads, the drive wheels may be off the ground or slip. In this situation, the regenerative torque on the drive wheels can cause an increase in wheel speed and velocity deviation, leading to a slip ratio exceeding a certain threshold and triggering ABS or DTC. When ABS or DTC is triggered, the vehicle will exit regenerative braking mode, preventing the driver from using regenerative braking for a period of time, resulting in a poor user experience.

[0074] This application provides a torque adjustment method, device, and vehicle. By intervening in torque, the vehicle's energy recovery is controlled, which helps to prevent the wheel slip ratio from increasing, thereby reducing the probability of triggering ABS or DTC. Simultaneously, it allows the vehicle to remain in an energy recovery state, improving the user's driving experience. The technical solutions in this application embodiment will now be described with reference to the accompanying drawings.

[0075] Figure 1 This is a functional block diagram of a vehicle 100 provided in an embodiment of this application. The vehicle 100 may include a sensing system 120, a display device 130, and a computing platform 150. The sensing system 120 may include one or more sensors for sensing information about the environment surrounding the vehicle 100. For example, the sensing system 120 may include a positioning system, which may be a Global Positioning System (GPS), a BeiDou Navigation Satellite System, or another positioning system. The sensing system 120 may also include one or more of the following: an inertial measurement unit (IMU), a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0076] Some or all of the functions of vehicle 100 can be controlled by computing platform 150. Computing platform 150 may include one or more processors, such as processors 151 to 15n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement some or all of the functions of the aforementioned units. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 150 may also include memory for storing instructions, and some or all of the processors 151 to 15n can call the instructions in memory to implement the corresponding functions.

[0077] The in-cabin display devices 130 are mainly divided into two categories: the first is the in-vehicle display screen; the second is the projection display screen, such as the HUD. The in-vehicle display screen is a physical display screen and an important component of the in-vehicle infotainment system. Multiple displays can be installed in the cabin, such as the digital instrument cluster display, the central control screen, the display screen in front of the front passenger (also known as the front-seat passenger), the display screen in front of the left rear passenger, the display screen in front of the right rear passenger, and even the car windows can be used as displays. The head-up display, also known as a head-up display system, is mainly used to display driving information such as speed and navigation on a display device in front of the driver (such as the windshield). This reduces the driver's eye-shift time, avoids pupil changes caused by eye-shifting, and improves driving safety and comfort. HUDs include, for example, combiner-HUD (C-HUD) systems, windshield-HUD (W-HUD) systems, and augmented reality HUD (AR-HUD) systems. HUDs can also evolve into other types of systems as technology progresses, and this application does not limit them.

[0078] Figure 2 A schematic flowchart of a torque adjustment method 200 provided in an embodiment of this application is shown. This method 200 can be executed by a vehicle, or by the aforementioned computing platform, or by a system-on-a-chip (SoC) within the computing platform, or by a processor within the computing platform, or by a vehicle control unit (VCU), or by a motor control unit (MCU), or by a system composed of a vehicle control unit and an electronic stability control (ESC), or by a system composed of a VCU and an MCU. Figure 2 As shown, the method 200 includes: S210, obtain the requested torque value.

[0079] One possible implementation involves acquiring the requested torque value when the vehicle is in an energy recovery state. Being in an energy recovery state can be understood as the vehicle's drive motor being in a power generation state, or the drive motor converting mechanical energy into electrical energy.

[0080] When a vehicle is in energy recovery mode, it can also be understood as the vehicle having its energy recovery function activated.

[0081] For example, the vehicle can have energy recovery enabled by default. When the system detects that the user has disabled energy recovery via controls on the in-vehicle display, the energy recovery function can be turned off. After disabling energy recovery, the vehicle is in a non-energy recovery state.

[0082] For example, the vehicle's steering wheel may include a button for energy recovery. When the system detects a user pressing and holding this button, the vehicle can enter energy recovery mode.

[0083] In one embodiment, obtaining the requested torque value includes: determining the requested torque value based on at least one of the vehicle speed, the opening of the vehicle's accelerator pedal, and the opening of the vehicle's brake pedal.

[0084] For example, the vehicle can determine the current energy recovery torque value based on the current accelerator pedal opening and the current vehicle speed.

[0085] Optionally, the vehicle may store a mapping relationship between the accelerator pedal opening, vehicle speed, and the requested torque value for energy recovery. The vehicle can determine the requested torque value based on the current accelerator pedal opening, the current vehicle speed, and this mapping relationship.

[0086] S220 determines the first intervention torque value based on the vehicle's wheel acceleration and overall vehicle acceleration.

[0087] In one embodiment, determining a first intervention torque value based on the vehicle's wheel acceleration and overall vehicle acceleration includes: determining the first intervention torque value based on the difference between the vehicle's wheel acceleration and overall vehicle acceleration.

[0088] In one embodiment, determining a first intervention torque value based on the vehicle's wheel acceleration and overall vehicle acceleration includes: determining the first intervention torque value based on the difference between the vehicle's wheel acceleration and overall vehicle acceleration, and the mapping relationship between the difference between the wheel acceleration and overall vehicle acceleration and the intervention torque value.

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

[0090] Table 1

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

[0092] The mapping relationship between the difference between wheel acceleration and vehicle acceleration and the intervention torque value shown in Table 1 above is merely illustrative, and the embodiments of this application do not impose any specific limitations on it.

[0093] In one embodiment, the difference between wheel acceleration and vehicle acceleration can also be a function relating to the intervention torque value. The vehicle can determine the first intervention torque value based on this function relating the difference between wheel acceleration and vehicle acceleration.

[0094] S230, based on the requested torque value and the first intervention torque value, controls the vehicle to perform energy recovery.

[0095] In one embodiment, controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value includes: controlling the vehicle to perform energy recovery based on the difference between the requested torque value and the first intervention torque value.

[0096] For example, the VCU determines a requested torque value of 1000 N·m based on the current accelerator pedal opening and the vehicle's current speed. The VCU determines a first intervention torque value of 100 N·m based on wheel acceleration and overall vehicle acceleration. The VCU can then output the difference between the requested torque value and the first intervention torque value (900 N·m) to the motor used for energy recovery. The motor can then perform energy recovery based on this difference.

[0097] In this embodiment of the application, torque intervention when the vehicle is in an energy recovery state can be understood as the absolute value of the torque output by the vehicle to the motor when performing energy recovery being less than the absolute value of the requested torque value determined based on one or more of the vehicle's current driving parameters (e.g., the opening of the accelerator pedal, the opening of the brake pedal, and the vehicle speed).

[0098] In one embodiment, the method 200 further includes: acquiring the wheel speed fluctuation frequency of the vehicle; determining a second intervention torque value based on the wheel speed fluctuation frequency; wherein controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value includes: controlling the vehicle to perform energy recovery based on the requested torque value, the first intervention torque value, and the second intervention torque value.

[0099] In one embodiment, determining the second intervention torque value based on the wheel speed fluctuation frequency includes: determining the second intervention torque value based on the wheel speed fluctuation frequency and the mapping relationship between the wheel speed fluctuation frequency and the intervention torque value.

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

[0101] Table 2

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

[0103] The correspondence between wheel speed fluctuation frequency and intervention torque value shown in Table 2 above is merely illustrative, and the embodiments of this application do not impose specific limitations on it.

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

[0105] In one embodiment, determining the second intervention torque value based on the wheel speed fluctuation frequency includes: determining the type of road surface currently in which the vehicle is located based on the wheel speed fluctuation frequency; and determining the second intervention torque value based on the type of road surface currently in which the vehicle is located.

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

[0107] Table 3

[0108] For example, when the current wheel speed fluctuation frequency of the vehicle is 7.5Hz, the mapping relationship shown in Table 3 indicates that the vehicle is currently on a bumpy road surface. Therefore, based on the mapping relationship shown in Table 3, the second intervention torque value can be determined to be 20% of the requested torque value. For example, if the requested torque value is 1000 N·m, then the second intervention torque value is 200 N·m.

[0109] The mapping relationship between wheel speed fluctuation frequency, road surface type and intervention torque value shown in Table 3 above is merely illustrative, and the embodiments of this application do not impose specific limitations on it.

[0110] The above describes the process of determining the road surface type by wheel speed fluctuation frequency, and then determining the intervention torque value based on the road surface type. The embodiments of this application are not limited to this. For example, the current road surface type can also be determined based on data collected by sensors outside the vehicle cabin (e.g., cameras), thereby determining the intervention torque value based on the road surface type. In one embodiment, the current road surface type can also be obtained based on map information, thereby determining the intervention torque value based on the road surface type.

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

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

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

[0114] In one embodiment, the third intervention torque value is the torque value obtained by weighted averaging of the first intervention torque value and the second intervention torque value.

[0115] For example, the formula for obtaining the third intervention torque value by weighting the first intervention torque value and the second intervention torque value can be: Third intervention torque value = First intervention torque value × First weighting coefficient + Second intervention torque value × Second weighting coefficient The sum of the first weighting coefficient and the second weighting coefficient is 1.

[0116] In one embodiment, the first weighting coefficient is greater than the second weighting coefficient. For example, if the first intervention torque value is 100 N·m, the second intervention torque value is 200 N·m, the first weighting coefficient is 0.6, and the second weighting coefficient is 0.4, then the third intervention torque value is 140 N·m.

[0117] In one embodiment, determining the third intervention torque value based on the first intervention torque value and the second intervention torque value includes: determining the lowest torque value among the first intervention torque value and the second intervention torque value as the third intervention torque value.

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

[0119] In one embodiment, the method 200 further includes: obtaining the slip ratio of the vehicle; determining a correction coefficient based on the slip ratio; wherein controlling the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value includes: determining a fourth intervention torque value based on the third intervention torque value and the correction coefficient; and controlling the vehicle to perform energy recovery based on the requested torque value and the fourth intervention torque value.

[0120] In one embodiment, determining a correction coefficient based on the slip ratio includes: determining the correction coefficient based on the slip ratio and the mapping relationship between the slip ratio and the correction coefficient.

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

[0122] Table 4

[0123] For example, when the vehicle's current slip ratio is 12%, the correction factor can be determined to be 1.1 based on the mapping relationship shown in Table 4.

[0124] The mapping relationship between slip ratio and correction coefficient shown in Table 4 above is merely illustrative, and the embodiments of this application do not impose specific limitations on it.

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

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

[0127] In one embodiment, controlling the vehicle to perform energy recovery based on the requested torque value and the fourth intervention torque value includes: controlling the vehicle to perform energy recovery based on the difference between the requested torque value and the fourth intervention torque value.

[0128] For example, the VCU determines a requested torque value of 1000 N·m based on the current accelerator pedal opening and the vehicle's current speed. The VCU determines a first intervention torque value of 100 N·m based on wheel acceleration and overall vehicle acceleration. The VCU determines a second intervention torque value of 200 N·m based on wheel speed fluctuation frequency. A third intervention torque value can be the minimum between the first and second intervention torque values. The VCU determines a correction factor of 1.1 based on the vehicle's current slip ratio. The VCU can determine a fourth intervention torque value (e.g., 110 N·m) based on this correction factor and the third intervention torque value. The VCU can then output the difference between the requested torque value and the fourth intervention torque value (890 N·m) to the motor used for energy recovery. The motor can then perform energy recovery based on this difference. In one embodiment, the above method can also be executed by a motor controller or other controller.

[0129] The above explanation uses the determination of the correction coefficient through slip ratio as an example, but the embodiments of this application are not limited to this. For example, the fifth intervention torque value can also be determined based on the current slip ratio of the vehicle.

[0130] In one embodiment, determining a fifth intervention torque value based on the vehicle's current slip ratio includes: determining the fifth intervention torque value based on the vehicle's current slip ratio and the mapping relationship between slip ratio and intervention torque value.

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

[0132] Table 5

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

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

[0135] For example, the VCU determines a requested torque value of 1000 N·m based on the current accelerator pedal opening and the vehicle's current speed. The VCU determines a first intervention torque value of 100 N·m based on wheel acceleration and overall vehicle acceleration. The VCU determines a second intervention torque value of 200 N·m based on wheel speed fluctuation frequency. The VCU determines a fifth intervention torque value of 300 N·m based on the vehicle's current slip ratio. The VCU can then output the difference (800 N·m) between the requested torque value and the average of the first, second, and fifth intervention torque values ​​(200 N·m) to the motor, allowing the motor to recover energy based on this difference.

[0136] Alternatively, the torque output to the motor can be calculated using a weighted average. For example, the weighting factor for the first intervention torque value is 0.3, the weighting factor for the second intervention torque value is 0.5, and the weighting factor for the fifth intervention torque value is 0.2. The VCU can output the difference (810 N·m) between the requested torque value and the weighted average of the first, second, and fifth intervention torque values ​​(190 N·m) to the motor, allowing the motor to control the vehicle for energy recovery based on this difference.

[0137] The mapping relationship between slip ratio and intervention torque value shown in Table 5 above is merely illustrative, and the embodiments of this application do not impose specific limitations on it.

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

[0139] The process of determining the correction coefficient through the slip ratio can be referred to the description in the above embodiments, and will not be repeated here.

[0140] For example, the VCU determines a requested torque value of 1000 N·m based on the current accelerator pedal opening and the vehicle's current speed. The VCU determines a first intervention torque value of 100 N·m based on wheel acceleration and overall vehicle acceleration. The VCU determines a correction factor of 1.1 based on the vehicle's current slip ratio. Then, the VCU can output the difference between the requested torque value and the product of the first intervention torque value and the correction factor (890 N·m) to the motor used for energy recovery. The motor can then perform energy recovery based on this difference between the requested torque value and the first intervention torque value.

[0141] The above explanation uses the determination of the correction coefficient based on the slip ratio as an example, but the embodiments of this application are not limited to this. For example, a fifth intervention torque value can also be determined based on the current vehicle slip ratio. Thus, based on the requested torque value, the first intervention torque value, and the fifth intervention torque value, the vehicle is controlled to perform energy recovery.

[0142] For example, the VCU determines a requested torque value of 1000 N·m based on the current accelerator pedal opening and the vehicle's current speed. The VCU determines a first intervention torque value of 100 N·m based on wheel acceleration and overall vehicle acceleration. The VCU determines a fifth intervention torque value of 300 N·m based on the vehicle's current slip ratio. The average of these first and fifth intervention torque values ​​is 200 N·m. The VCU can then output the difference between the requested torque value and this average value (800 N·m) to the motor used for energy recovery. The motor can then perform energy recovery based on this difference.

[0143] Alternatively, the motor can be output with the difference between the requested torque value and the minimum value between the first intervention torque value and the fifth intervention torque value (e.g., 900 N·m). The motor can then recover energy based on this difference.

[0144] In one embodiment, the method 200 further includes: when the number of torque interventions during energy recovery is greater than or equal to a preset number, controlling the vehicle to perform energy recovery based on historical torque intervention values; or, when the duration of torque interventions during energy recovery is greater than or equal to a preset duration, controlling the vehicle to perform energy recovery based on historical torque intervention values.

[0145] For example, if a vehicle is in energy recovery mode and driving on a certain road segment, the number of torque interventions is greater than or equal to 3 times, for example, in T... 1-At time T2, if the requested torque is 1000 N·m and the intervention torque is 200 N·m, the motor can recover energy based on the difference between the requested and intervention torque values ​​(800 N·m). Similarly, between time T2 and T3, if the requested torque is 800 N·m and the intervention torque is 200 N·m, the motor can recover energy based on the difference between the requested and intervention torque values ​​(600 N·m). Likewise, between time T3 and T4, if the requested torque is 500 N·m and the intervention torque is 100 N·m, the motor can recover energy based on the difference between the requested and intervention torque values ​​(400 N·m). After three torque interventions, energy recovery can be controlled after time T4 using the average torque value of the first three interventions (e.g., 600 N·m).

[0146] For example, when a vehicle is in energy recovery mode and driving on a certain road segment, if the duration of torque intervention is greater than or equal to 30 seconds, the vehicle can recover energy based on the average torque used by the motor within 30 seconds.

[0147] In one embodiment, the historical torque intervention value may further include intervention torque values ​​determined when driving on other road segments prior to driving on the first road segment. Alternatively, the historical torque intervention value may further include intervention torque values ​​determined during the last driving on the first road segment.

[0148] In this embodiment, when the number or duration of torque intervention during energy recovery meets certain conditions, the vehicle can be controlled to perform energy recovery based on historical torque intervention values. This saves the vehicle's computing resources and also prevents the vehicle from triggering ABS or DTC during subsequent driving.

[0149] In one embodiment, the method 200 further includes: increasing the braking torque of the vehicle's braking system while controlling the vehicle to perform energy recovery, and / or activating a drag-increasing device.

[0150] For example, the drag-enhancing device includes, but is not limited to, spoilers, tail fins, etc.

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

[0152] In this embodiment, when torque intervention is performed, the braking torque of the vehicle's braking system can be increased and / or the aerodynamic drag enhancement device can be activated, which helps to avoid the vehicle's braking distance from becoming longer due to continuous torque intervention, thus improving vehicle safety; at the same time, it can also avoid giving the user a feeling of lurching forward when torque intervention is performed, thus improving the user's driving experience.

[0153] As described above, when controlling the vehicle to perform energy recovery, the torque intervention causes the user to perceive a decrease in the vehicle's deceleration effect. In this embodiment, the user can also be notified of the decrease in vehicle deceleration effect through instrument panel prompts and voice prompts during torque intervention.

[0154] Figure 3 This application illustrates a set of graphical user interfaces (GUIs) provided in an embodiment. When the vehicle is in energy recovery mode and torque intervention is in progress, a prompt message is displayed on the instrument panel: "The vehicle is in energy recovery mode and torque intervention is in progress. The deceleration effect is reduced. Please maintain a safe following distance." Simultaneously, a voice prompt can also be used to remind the user: "Please maintain a safe following distance."

[0155] The above explanation uses an in-vehicle display screen and voice prompts as examples, but the embodiments in this application are not limited to these. For example, the user can also be prompted through changes in ambient lighting color, steering wheel vibration, etc.

[0156] Figure 4 A schematic flowchart of a torque adjustment method 400 provided in an embodiment of this application is shown. This method 400 can be executed by a vehicle, or by the aforementioned computing platform, or by a System-on-a-Chip (SOC) within the computing platform, or by a processor within the computing platform, or by a Vehicle Control Unit (VCU), or by an Microcontroller Unit (MCU), or by a system composed of a VCU and an ESC, or by a system composed of a VCU and an MCU. Figure 4 As shown, the method 400 includes: S410, obtain the requested torque value.

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

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

[0159] S420, determine the second intervention torque value based on the wheel speed fluctuation frequency of the vehicle.

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

[0161] In one embodiment, determining the second intervention torque value based on the wheel speed fluctuation frequency of the vehicle includes: determining the road surface type based on the wheel speed fluctuation frequency; and determining the second intervention torque value based on the road surface type.

[0162] S430 controls the vehicle to perform energy recovery based on the requested torque value and the second intervention torque value.

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

[0164] For example, the VCU determines a requested torque value of 1000 N·m based on the current accelerator pedal opening and the vehicle's current speed. The VCU determines a second intervention torque value of 200 N·m based on the current wheel speed fluctuation frequency and the mapping relationship shown in Table 2 above. The VCU can then output the difference between the requested torque value and the first intervention torque value (800 N·m) to the motor used for energy recovery. The motor can then perform energy recovery based on this difference between the requested torque value and the second intervention torque value.

[0165] In this embodiment, the wheel speed fluctuation frequency differs when the vehicle is traveling on paved and unpaved roads. Therefore, wheel speed fluctuation frequency can be considered when applying torque intervention. This allows the system to identify whether the road surface the vehicle is currently on is paved or unpaved. By suppressing wheel speed fluctuations through torque intervention, the increased wheel slip ratio can be avoided, reducing the probability of triggering ABS or DTC. Simultaneously, it keeps the vehicle in an energy recovery state, contributing to a better driving experience.

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

[0167] In one embodiment, before determining the second intervention torque value based on the type of road surface where the vehicle is located, the method further includes: determining the type of road surface based on the wheel speed fluctuation frequency of the vehicle; or, determining the type of road surface based on data collected by sensors outside the vehicle's cabin; or, obtaining the type of road surface based on map information.

[0168] In one embodiment, the vehicle stores a mapping relationship between the type of road surface and the intervention torque value.

[0169] Figure 5A schematic flowchart of a torque adjustment method 500 provided in an embodiment of this application is shown. This method 500 can be executed by a vehicle, or by the aforementioned computing platform, or by a System-on-a-Chip (SOC) within the computing platform, or by a processor within the computing platform, or by a Vehicle Control Unit (VCU), or by an Microcontroller Unit (MCU), or by a system composed of a VCU and an ESC, or by a system composed of a VCU and an MCU. Figure 5 As shown, the method 500 includes: S510, obtain the requested torque value.

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

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

[0172] S520 determines the fifth intervention torque value based on the vehicle's slip ratio.

[0173] The process of determining the fifth intervention torque value based on the vehicle's slip ratio can be referred to the description in the above embodiments, and will not be repeated here.

[0174] S530 controls the vehicle to perform energy recovery based on the requested torque value and the fifth intervention torque value.

[0175] For example, the VCU determines a requested torque value of 1000 N·m based on the current accelerator pedal opening and the vehicle's current speed. The VCU determines a fifth intervention torque value of 300 N·m based on the current slip ratio and the mapping relationship shown in Table 5 above. The VCU can then output the difference between the requested torque value and the first intervention torque value (700 N·m) to the motor used for energy recovery. The motor can then perform energy recovery based on this difference between the requested torque value and the fifth intervention torque value.

[0176] In one embodiment, the method 500 includes: determining a correction factor based on the vehicle's slip ratio.

[0177] For example, Table 6 shows another mapping relationship between slip ratio and correction factor.

[0178] Table 6

[0179] For example, if the vehicle's slip ratio is 12%, then according to the mapping relationship shown in Table 6, the correction factor can be determined to be 0.7. The vehicle can then obtain the final intervention torque value (e.g., 700 N·m) based on the product of the requested torque value and this correction factor, so that the motor can perform energy recovery based on this intervention torque value.

[0180] The mapping relationship between slip ratio and intervention torque value shown in Table 6 above is merely illustrative, and the embodiments of this application do not impose specific limitations on it.

[0181] In this embodiment, the vehicle's slip ratio can be considered when performing torque intervention. Thus, the fifth intervention torque value can be determined based on the slip ratio, and the vehicle's energy recovery can be controlled according to the requested torque value and the fifth intervention torque value. This avoids increasing the wheel slip ratio, reducing the probability of triggering ABS or DTC; simultaneously, it keeps the vehicle in an energy recovery state, contributing to an improved driving experience.

[0182] The above embodiments can be combined with each other. For example, methods 400 and 500 can be combined with each other. For instance, the VCU determines a requested torque value of 1000 N·m based on the current accelerator pedal opening and the vehicle's current speed. The VCU determines a second intervention torque value of 200 N·m based on the current wheel speed fluctuation frequency and the mapping relationship shown in Table 2 above. The VCU determines a fifth intervention torque value of 300 N·m based on the current slip ratio and the mapping relationship shown in Table 5 above. Then, the VCU can output the difference (750 N·m) between the requested torque value, the second intervention torque value, and the fifth intervention torque value to the motor used for energy recovery. The motor can perform energy recovery based on this difference.

[0183] For example, the VCU determines the requested torque value to be 1000 N·m based on the current accelerator pedal opening and the vehicle's current speed. The VCU determines the second intervention torque value to be 200 N·m based on the current wheel speed fluctuation frequency and the mapping relationship shown in Table 2 above. The VCU determines a correction factor of 1.1 based on the current slip ratio and the mapping relationship shown in Table 4 above. Then, the VCU can output the difference (780 N·m) between the requested torque value, the second intervention torque value, and the correction factor to the motor used for energy recovery. The motor can then perform energy recovery based on this difference.

[0184] Figure 6 A schematic flowchart of a torque regulation method 600 provided in an embodiment of this application is shown. This method can be executed by a system consisting of a VCU, MCU, ESC, and a motor. Method 600 includes: S601, VCU obtains the requested torque value T0.

[0185] The requested torque T0 can be the requested torque value mentioned above.

[0186] For example, the VCU can determine the requested torque value T0 based on the current accelerator pedal opening and the current vehicle speed.

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

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

[0189] S603, the VCU determines the wheel speed fluctuation frequency based on the information of the wheel.

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

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

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

[0193] By differentiating road surface types based on varying wheel speed fluctuation frequencies, the torque intervention level can be selected in real time.

[0194] In one embodiment, the method 600 includes: the VCU determining an intervention torque value T1 based on the type of road surface where the vehicle is currently located.

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

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

[0197] S606, the VCU determines the intervention torque value T2 based on the wheel acceleration and the overall vehicle acceleration.

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

[0199] The process by which the VCU determines the intervention torque value T2 based on the wheel acceleration and the vehicle acceleration can be referred to the description in the above embodiments, and will not be repeated here.

[0200] In scenarios where ABS or DTC is falsely triggered, the wheel acceleration on the axle where energy recovery is located is often greater than the overall vehicle acceleration. Once the difference between the wheel acceleration and the overall vehicle acceleration exceeds a certain threshold, ABS or DTC will be triggered. Calculating a torque intervention value based on this difference can effectively prevent the triggering of ABS or DTC.

[0201] The energy recovery axles mentioned above can be axles that are equipped with drive motors and perform energy recovery. For example, some electric vehicles have drive motors on their rear axles, while some electric vehicles have drive motors on both their front and rear axles.

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

[0203] In S608, the VCU determines the vehicle's current slip ratio based on wheel speed and vehicle speed.

[0204] S609, VCU determines the correction factor a based on the slip ratio.

[0205] The VCU determines the correction factor 'a' based on the slip ratio, as described in the above embodiments, and will not be repeated here.

[0206] ABS triggering is closely related to the slip ratio. Introducing a slip ratio correction factor 'a' adjusts the torque intervention value. This not only prevents ABS triggering but also controls the vehicle to utilize its maximum slip ratio to achieve maximum grip and effective deceleration.

[0207] There is no actual sequential order among S601, S602-S604, S605-S606, and S607-S609.

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

[0209] In one embodiment, the VCU controls the vehicle to perform energy recovery based on T0, T1, T2, and a, including: the VCU determining the energy recovery torque T3 based on T0, T1, T2, and a; and the VCU outputting T3 to the MCU, thereby causing the MCU to control the motor to perform energy recovery based on T3.

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

[0211] For example, the formula for calculating T3 is shown in formula (1): (1) Figure 7 A schematic block diagram of a torque adjustment device 700 provided in an embodiment of this application is shown. Figure 7 As shown, the device 700 includes: an acquisition unit 710 for acquiring a requested torque value; a determination unit 720 for determining a first intervention torque value based on the wheel acceleration and the overall vehicle acceleration of the vehicle; and a control unit 730 for controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value.

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

[0213] Optionally, the acquisition unit 710 is used to acquire the wheel speed fluctuation frequency of the vehicle; and determine the road surface type based on the wheel speed fluctuation frequency.

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

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

[0216] Optionally, the determining unit 720 is configured to: determine the lowest torque value among the first intervention torque value and the second intervention torque value as the third intervention torque value.

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

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

[0219] Optionally, the control unit 730 is further configured to control the vehicle to perform energy recovery based on historical torque intervention values ​​when the number of torque interventions during energy recovery is greater than or equal to a preset number; or, to control the vehicle to perform energy recovery based on historical torque intervention values ​​when the duration of torque interventions during energy recovery is greater than or equal to a preset duration.

[0220] Optionally, the control unit 730 is also configured to increase the braking torque of the vehicle's braking system and / or activate the drag-increasing device when controlling the vehicle to perform energy recovery.

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

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

[0223] In one embodiment, the acquisition unit 710 is used to acquire a requested torque value when the vehicle is in an energy recovery state; the determination unit 720 is used to determine a fifth intervention torque value based on the vehicle's slip ratio; and the control unit 730 is used to control the vehicle to perform energy recovery based on the requested torque value and the fifth intervention torque value.

[0224] For example, the acquisition unit 710 can be Figure 1 The computing platform or the processing circuit, processor, or controller within the computing platform. Taking the processor 151 in the computing platform as an example, the acquisition unit 710 can determine the requested torque value based on the current accelerator pedal opening and speed of the vehicle.

[0225] For example, determining unit 720 could be Figure 1The computing platform or processing circuit, processor, or controller within the computing platform. Taking the processor 152 in the computing platform as an example, the processor 152 can obtain the wheel acceleration and overall vehicle acceleration from the ESC, and determine the first intervention torque value based on the wheel acceleration and overall vehicle acceleration. Alternatively, the processor 152 can obtain wheel information from the ESC, and determine the wheel speed fluctuation frequency based on the wheel information. The second intervention torque value can then be determined based on the wheel speed fluctuation frequency. Alternatively, the processor 152 can obtain the current vehicle speed and wheel speed information from the ESC, and determine the vehicle slip ratio based on the vehicle speed and wheel speed. The correction coefficient or the fifth intervention torque value can then be determined based on the slip ratio.

[0226] For example, the functions implemented by the control unit 730 described above can be achieved by... Figure 1 The computing platform or processing circuit, processor, or controller within the computing platform. Taking the control unit 730 as an example, which is the processor 153 in the computing platform, the processor 153 can obtain the requested torque value from the processor 151 and the first intervention torque value from the processor 152, thereby controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value. For example, the processor 153 can output the difference between the requested torque value and the first intervention torque value to the motor, so that the motor can perform energy recovery based on the difference.

[0227] The functions implemented by the acquisition unit 710, the determination unit 720, and the control unit 730 can be implemented by different processors, or some functions can be implemented by the same processor, or all functions can be implemented by the same processor. This application embodiment does not limit this.

[0228] It should be understood that the division of units in the above device is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the device can be implemented by a processor calling software; for example, the device includes a processor connected to memory, which stores instructions. The processor calls the instructions stored in memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be, for example, a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. The functions of some or all units can be implemented through the design of the hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all units are implemented through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a PLD, such as an FPGA, which can include a large number of logic gates. The connection relationships between the logic gates are configured through configuration files, thereby implementing the functions of some or all units. All units of the above devices can be implemented entirely through processor calling software, or entirely through hardware circuits, or partially through processor calling software with the remaining parts implemented through hardware circuits. In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, GPU, or DSP. In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, or DPU.

[0229] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms. Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a System-on-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.

[0230] This application also provides an apparatus comprising a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit to cause the apparatus to perform the methods or steps described in the above embodiments.

[0231] Optionally, if the device is located in a vehicle, the aforementioned processing unit may be Figure 1 The processors shown are 151-15n.

[0232] This application also provides a vehicle that may include the aforementioned device 600, device 700, or device 800.

[0233] This application also provides a computer program product, which includes computer program code that, when run on a computer, causes the computer to perform the above-described method.

[0234] This application also provides a computer-readable medium storing program code that, when run on a computer, causes the computer to perform the above-described method.

[0235] In implementation, each step of the above method can be completed by integrated logic circuits in the processor's hardware or by instructions in software. The method disclosed in the embodiments of this application can be directly implemented by a hardware processor, or by a combination of hardware and software modules within the processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, power-on erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are omitted here.

[0236] It should be understood that in the embodiments of this application, the memory may include read-only memory and random access memory, and provides instructions and data to the processor.

[0237] It should also be understood that, in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

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

[0239] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0240] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0241] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0242] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0243] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0244] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be covered. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A torque adjustment method, characterized in that, include: Get the requested torque value; Obtain the road surface type, and determine the second intervention torque value based on the road surface type; Based on the requested torque value and the second intervention torque value, the vehicle is controlled to perform energy recovery.

2. The method according to claim 1, characterized in that, The step of obtaining the road surface type and determining the second intervention torque value based on the road surface type includes: Obtain the wheel speed fluctuation frequency of the vehicle; The second intervention torque value is determined based on the wheel speed fluctuation frequency.

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

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

5. The method according to claim 4, characterized in that, The step of determining the third intervention torque value based on the first intervention torque value and the second intervention torque value includes: The lowest torque value between the first intervention torque value and the second intervention torque value is determined as the third intervention torque value.

6. The method according to claim 4 or 5, characterized in that, The method further includes: Obtain the slip ratio of the vehicle; Determine the correction factor based on the slip ratio; The step of controlling the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value includes: The fourth intervention torque value is determined based on the third intervention torque value and the correction coefficient; Based on the requested torque value and the fourth intervention torque value, the vehicle is controlled to perform energy recovery.

7. The method according to claim 3, characterized in that, The method further includes: Obtain the slip ratio of the vehicle; Determine the correction factor based on the slip ratio; The step of controlling the vehicle to perform energy recovery based on the requested torque value and the first intervention torque value includes: The fifth intervention torque value is determined based on the first intervention torque value and the correction coefficient; Based on the requested torque value and the fifth intervention torque value, the vehicle is controlled to perform energy recovery.

8. The method according to any one of claims 1 to 7, characterized in that, The method further includes: When the number of torque interventions during energy recovery in the vehicle is greater than or equal to a preset number, the vehicle is controlled to perform energy recovery based on historical torque intervention values; or... When the duration of torque intervention during energy recovery is greater than or equal to a preset duration, the vehicle is controlled to perform energy recovery based on historical torque intervention values.

9. The method according to any one of claims 1 to 8, characterized in that, The method further includes: When controlling the vehicle to perform energy recovery, increase the braking torque of the vehicle's braking system, and / or activate the wind resistance enhancement device.

10. The method according to any one of claims 1 to 9, characterized in that, The process of obtaining the requested torque value includes: The requested torque value is determined based on at least one of the vehicle speed, the opening of the vehicle's accelerator pedal, and the opening of the vehicle's brake pedal.

11. A torque regulating device, characterized in that, include: The acquisition unit is used to acquire the requested torque value; And, obtain the road surface type; A determining unit is used to determine a second intervention torque value based on the road surface type; The control unit is configured to control the vehicle to perform energy recovery based on the requested torque value and the second intervention torque value.

12. The apparatus according to claim 11, characterized in that, The acquisition unit is further configured to: acquire the wheel speed fluctuation frequency of the vehicle; The determining unit is further configured to: determine the second intervention torque value based on the wheel speed fluctuation frequency.

13. The apparatus according to claim 11 or 12, characterized in that, The determining unit is further configured to: determine a first intervention torque value based on the wheel acceleration and the overall vehicle acceleration of the vehicle; The control unit is further configured to: control the vehicle to perform energy recovery based on the requested torque value, the first intervention torque value, and the second intervention torque value.

14. The apparatus according to claim 13, characterized in that, The determining unit is configured to: determine a third intervention torque value based on the first intervention torque value and the second intervention torque value; The control unit is configured to control the vehicle to perform energy recovery based on the requested torque value and the third intervention torque value.

15. The apparatus according to claim 14, characterized in that, The determining unit is configured to: determine the lowest torque value among the first intervention torque value and the second intervention torque value as the third intervention torque value.

16. The apparatus according to claim 14 or 15, characterized in that, The acquisition unit is also used to acquire the slip ratio of the vehicle; The determining unit is further configured to determine a correction coefficient based on the slip ratio; The control unit is configured to: determine a fourth intervention torque value based on the third intervention torque value and the correction coefficient; Based on the requested torque value and the fourth intervention torque value, the vehicle is controlled to perform energy recovery.

17. The apparatus according to claim 11, characterized in that, The acquisition unit is also used to acquire the slip ratio of the vehicle; The determining unit is further configured to determine a correction coefficient based on the slip ratio; The control unit is configured to: determine a fifth intervention torque value based on the first intervention torque value and the correction coefficient; Based on the requested torque value and the fifth intervention torque value, the vehicle is controlled to perform energy recovery.

18. The apparatus according to any one of claims 11 to 17, characterized in that, The control unit is further configured to, when the number of torque interventions during energy recovery is greater than or equal to a preset number, control the vehicle to perform energy recovery based on historical torque intervention values; or, When the duration of torque intervention during energy recovery is greater than or equal to a preset duration, the vehicle is controlled to perform energy recovery based on historical torque intervention values.

19. The apparatus according to any one of claims 11 to 18, characterized in that, The control unit is also configured to increase the braking torque of the vehicle's braking system and / or activate the wind resistance enhancement device when controlling the vehicle to perform energy recovery.

20. The apparatus according to any one of claims 11 to 19, characterized in that, The acquisition unit is used for: The requested torque value is determined based on at least one of the vehicle speed, the opening of the vehicle's accelerator pedal, and the opening of the vehicle's brake pedal.

21. An apparatus, characterized in that, The device includes: Memory, used to store computer programs; A processor for executing a computer program stored in the memory to cause the apparatus to perform the method as described in any one of claims 1 to 10.

22. A vehicle, characterized in that, Includes the apparatus as described in any one of claims 11 to 21.

23. A computer-readable storage medium, characterized in that, It stores a computer program thereon, which, when executed by a computer, enables the implementation of the method as described in any one of claims 1 to 10.

24. A chip, characterized in that, The chip includes a processor and a data interface, wherein the processor reads instructions stored in a memory through the data interface to execute the method as described in any one of claims 1 to 10.

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