Self-adaptive torque control method and system based on car following state

Abstract

The invention provides a self-adaptive torque control method and system based on a vehicle following state. The method comprises the steps that the real-time vehicle following distance between a vehicle and a target vehicle and the change rate of the real-time vehicle following distance are obtained in real time; according to the current operation intention of the driver, basic demand torque is determined, and the basic demand torque comprises basic driving torque and / or basic recovery torque; the real-time vehicle following distance and the change rate are input into a preset torque correction model, corresponding torque correction coefficients are obtained, and the torque correction coefficients comprise a first coefficient used for correcting driving torque and / or a second coefficient used for correcting recovery torque; the torque correction coefficient is used for correcting the corresponding basic demand torque to obtain the target execution torque, and the power system of the vehicle is controlled according to the target execution torque, so that the anti-cheating essential safety of the alcohol lock system is greatly improved, the driving fatigue is remarkably relieved, and the driving comfort and safety are improved.

Description

Technical Field

[0001] This invention belongs to the field of vehicle safety control technology, specifically relating to an adaptive torque control method and system based on following vehicle status. Background Technology

[0002] Currently, the torque output control of new energy vehicles, including drive torque and regenerative torque, generally adopts a lookup table control strategy based on a preset mapping table. Under this strategy, the driver manually selects the driving mode (e.g., Sport mode, Standard mode, Eco mode) and the regenerative torque level (e.g., High, Medium, Low) to invoke the corresponding fixed torque mapping table. Specifically, the drive torque is obtained from the two-dimensional table corresponding to the selected driving mode based on the motor speed (or vehicle speed) and accelerator pedal opening; the regenerative torque is obtained from the two-dimensional table corresponding to the selected regenerative torque level based on the motor speed (or vehicle speed) and brake pedal opening (or including coasting condition signals where neither the accelerator nor brake pedal is activated).

[0003] However, the aforementioned control strategies have inherent static and rigid limitations. Once the driving mode and energy recovery level are selected, the vehicle's dynamic response characteristics and energy recovery intensity are fixed and cannot be adaptively adjusted according to real-time changes in road conditions. This can lead to a series of driving performance and safety issues in complex traffic scenarios, especially in congested traffic. For example, drivers who prefer the "sport mode and low energy recovery" combination may experience excessive torque response and vehicle jerking when encountering congestion, even with light pressure on the accelerator pedal, increasing the risk of rear-end collisions. Simultaneously, the low energy recovery level is insufficient to provide adequate deceleration, forcing drivers to frequently or deeply depress the mechanical brake pedal to maintain a safe distance. This not only exacerbates driver fatigue and brake system wear but also affects driving comfort. To cope with different road conditions, drivers must frequently and manually switch driving modes and energy recovery levels. This operation is not only cumbersome and inconvenient but may also cause the vehicle to produce unexpected dynamic responses at inappropriate times due to untimely or forgotten switching, thus affecting driving safety and experience. Summary of the Invention

[0004] To address the aforementioned technical problems, this invention provides an adaptive torque control method and system based on following vehicle status, which solves the technical problems in the prior art.

[0005] On the one hand, the invention provides the following technical solution: an adaptive torque control method based on following vehicle status, the method comprising: Real-time following distance between the current vehicle and the target vehicle and its rate of change; Based on the driver's current operating intention, determine the basic required torque, which includes the basic drive torque and / or basic recovery torque; The real-time following distance and rate of change are input into a preset torque correction model to obtain the corresponding torque correction coefficients. The torque correction coefficients include a first coefficient for correcting the drive torque and / or a second coefficient for correcting the regenerative torque. The torque correction coefficient is used to correct the corresponding basic required torque to obtain the target execution torque, and the vehicle's power system is controlled based on the target execution torque.

[0006] Compared to existing technologies, the advantages of this application are as follows: By monitoring the key safety parameter of following distance and its rate of change in real time, torque control can be intelligently intervened in high-risk following scenarios (such as when the vehicle in front suddenly decelerates or the vehicle rapidly approaches the vehicle in front). Specifically, this manifests as: automatically reducing the drive torque output to avoid vehicle "lurching" caused by overly sensitive throttle response; and intelligently enhancing the intensity of kinetic energy recovery to provide a more significant and smoother deceleration. This effectively reduces the risk of rear-end collisions caused by driver delays or improper operation, and significantly reduces the driver's frequent switching between the accelerator and brake pedals and deep braking operations in congested traffic, thereby significantly reducing driver fatigue and improving driving comfort and safety.

[0007] Furthermore, the step of determining the basic torque requirement based on the driver's current operating intention includes: The base drive torque is determined based on the driving mode selected by the driver and the opening information of the accelerator pedal; The base recovery torque is determined based on the energy recovery level selected by the driver and the brake pedal opening information.

[0008] Furthermore, the step of correcting the base torque requirement using a torque correction coefficient includes: When the basic required torque is the basic drive torque, the first coefficient is used to correct it to obtain the target drive torque; When the base demand torque is equal to the base recovery torque, the second coefficient is used to correct it to obtain the target recovery torque.

[0009] Furthermore, the torque correction model includes a first coefficient mapping relationship for outputting the first coefficient; wherein the first coefficient mapping relationship is configured to: in response to the rate of change being negative, cause the first coefficient to decrease as the real-time following distance decreases and / or the absolute value of the rate of change increases; In the first coefficient mapping relationship, when the rate of change is lower than the first negative threshold and the real-time following distance is less than the first distance threshold, the first coefficient is set to 0.

[0010] Furthermore, the torque correction model includes a second coefficient mapping relationship for outputting the second coefficient, wherein the second coefficient mapping relationship is configured to: in response to the negative rate of change, cause the second coefficient to increase as the real-time following distance decreases and / or the absolute value of the rate of change increases; In the second coefficient mapping relationship, the maximum output value of the second coefficient is greater than 1; and when the rate of change is lower than the second negative threshold and the real-time following distance is less than the second distance threshold, the second coefficient is set to the maximum output value.

[0011] Furthermore, the step of determining the basic drive torque includes: based on the driving mode, querying a first basic torque mapping table, wherein the input parameters of the first basic torque mapping table include at least the motor speed and the opening of the accelerator pedal; The step of determining the basic recovery torque includes: based on the energy recovery level, querying a second basic torque mapping table, wherein the input parameters of the second basic torque mapping table include at least the motor speed and the brake pedal opening.

[0012] Furthermore, the torque correction model takes the real-time following distance and rate of change as input, and outputs the first coefficient and the second coefficient simultaneously through a preset multidimensional lookup table or function relationship.

[0013] Secondly, the invention provides the following technical solution: an adaptive torque control system based on following vehicle status, the system comprising: The acquisition module is used to acquire the real-time following distance and its rate of change between the current vehicle and the target vehicle. The determination module is used to determine the basic required torque based on the driver's current operating intention, the basic required torque including the basic drive torque and / or the basic recovery torque; The correction module is used to input the real-time following distance and rate of change into a preset torque correction model to obtain the corresponding torque correction coefficients. The torque correction coefficients include a first coefficient for correcting the drive torque and / or a second coefficient for correcting the regenerative torque. The module is used to correct the corresponding basic required torque using the torque correction coefficient to obtain the target execution torque, and to control the vehicle's power system based on the target execution torque.

[0014] Thirdly, the invention provides the following technical solution: a computer, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the adaptive torque control method based on following vehicle status as described above.

[0015] Fourthly, the invention provides the following technical solution: a storage medium storing a computer program, which, when executed by a processor, implements the adaptive torque control method based on following vehicle status as described above. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A flowchart of the adaptive torque control method based on following status provided in the first embodiment of the present invention; Figure 2 The diagram shows the logic block diagram of the adaptive torque control method based on following status provided in the first embodiment of the present invention. Figure 3 The structural block diagram of the adaptive torque control system based on following status provided in the second embodiment of the present invention; Figure 4 This is a schematic diagram of the hardware structure of a computer provided in the third embodiment of the present invention.

[0018] The embodiments of the present invention will be further described below with reference to the accompanying drawings. Detailed Implementation

[0019] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain embodiments of the present invention, and should not be construed as limiting the present invention.

[0020] In the description of the embodiments of the present invention, it should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention.

[0021] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of embodiments of the present invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0022] Example 1 In the first embodiment of the present invention, please refer to Figure 1 and Figure 2 As shown, an adaptive torque control method based on following vehicle status includes the following steps S01 to S04: S01, Real-time acquisition of the real-time following distance between the current vehicle and the target vehicle and its rate of change; In this embodiment, the vehicle controller collects and calculates characteristic parameters in real time to characterize the current driving environment and vehicle status through onboard sensors (such as forward-looking radar and cameras) and the vehicle bus network. These parameters include at least: vehicle speed (veh_v), accelerator pedal opening (app_r), brake pedal opening (brk_r), drive motor speed (mot_n), real-time following distance between the vehicle and the vehicle in front (follveh_s), and following distance change rate (follveh_s_r). The following distance change rate (follveh_s_r) is calculated by dividing the difference in following distance obtained from continuous sampling by its corresponding time difference, and then filtering it (such as with a low-pass filter) to smooth the signal noise. A positive value for follveh_s_r indicates that the distance between the two vehicles is increasing, while a negative value indicates that the distance is decreasing. This parameter is a key indicator for dynamically assessing following risk and road conditions.

[0023] S02, determine the basic required torque based on the driver's current operating intention, the basic required torque including basic drive torque and / or basic recovery torque; Specifically, the step of determining the basic torque requirement based on the driver's current operating intention includes: The base drive torque is determined based on the driving mode selected by the driver and the opening information of the accelerator pedal; The base recovery torque is determined based on the energy recovery level selected by the driver and the brake pedal opening information.

[0024] Specifically, the step of determining the basic drive torque includes: based on the driving mode, querying a first basic torque mapping table, wherein the input parameters of the first basic torque mapping table include at least the motor speed and the opening of the accelerator pedal; The step of determining the basic recovery torque includes: based on the energy recovery level, querying a second basic torque mapping table, wherein the input parameters of the second basic torque mapping table include at least the motor speed and the brake pedal opening.

[0025] In this embodiment, based on the driving mode (such as Sport, Standard, Eco) and kinetic energy recovery level (such as High, Medium, Low) selected by the driver through the human-machine interface (HMI), a preset basic torque mapping table is queried to obtain the basic required torque without road condition correction.

[0026] Base drive torque (trq_app): Calculated by interpolation from the first two-dimensional lookup table corresponding to the selected driving mode, based on the current motor speed (mot_n) and accelerator pedal opening (app_r). This table defines the ideal drive torque corresponding to different combinations of motor speed and pedal opening in this mode.

[0027] The base regenerative torque (trq_rgn) is obtained by interpolation from a second two-dimensional lookup table corresponding to the selected regenerative torque level, based on the current motor speed (mot_n) and brake pedal opening (brk_r) (or, in a coasting condition where neither the accelerator nor brake pedals are depressed, a specific coasting signal as input). This table defines the ideal regenerative torque corresponding to different combinations of speed and braking depth at that regenerative level.

[0028] S03, input the real-time following distance and rate of change into the preset torque correction model to obtain the corresponding torque correction coefficient, the torque correction coefficient including a first coefficient for correcting the drive torque and / or a second coefficient for correcting the regenerative torque; Specifically, the torque correction model includes a first coefficient mapping relationship for outputting the first coefficient; wherein the first coefficient mapping relationship is configured to: in response to the negative value of the rate of change, cause the first coefficient to decrease as the real-time following distance decreases and / or the absolute value of the rate of change increases; In the first coefficient mapping relationship, when the rate of change is lower than the first negative threshold and the real-time following distance is less than the first distance threshold, the first coefficient is set to 0.

[0029] Specifically, the torque correction model includes a second coefficient mapping relationship for outputting the second coefficient, wherein the second coefficient mapping relationship is configured to: in response to the negative value of the rate of change, cause the second coefficient to increase as the real-time following distance decreases and / or the absolute value of the rate of change increases; In the second coefficient mapping relationship, the maximum output value of the second coefficient is greater than 1; and when the rate of change is lower than the second negative threshold and the real-time following distance is less than the second distance threshold, the second coefficient is set to the maximum output value.

[0030] Specifically, the torque correction model takes the real-time following distance and rate of change as input, and outputs the first coefficient and the second coefficient simultaneously through a preset multidimensional lookup table or function relationship.

[0031] In this embodiment, the system takes the real-time collected following distance (follveh_s) and following distance change rate (follveh_s_r) as input and queries two preset coefficient mapping tables for dynamically adjusting torque.

[0032] 1. Definition and structure of the torque correction coefficient mapping table; The system pre-sets two key two-dimensional lookup tables as the core basis for dynamic torque adjustment: The drive torque coefficient mapping table (app_fac_map) has the following distance change rate (follveh_s_r, in m / s) on the horizontal axis and the following distance (follveh_s, in m) on the vertical axis. The lookup value is defined as the drive torque coefficient (app_fac).

[0033] The kinetic energy recovery torque coefficient mapping table (referred to as rgn_fac_map) has the same horizontal and vertical coordinate definitions as app_fac_map. The lookup output value is defined as the kinetic energy recovery torque coefficient (rgn_fac).

[0034] 2. Calibration principles and examples of coefficient mapping tables; The following calibration principles and specific numerical examples define how the system assesses risks based on real-time traffic conditions and outputs corresponding correction coefficients.

[0035] (1) Calibration of the drive torque coefficient table (app_fac_map); Its core calibration principle is: when a vehicle is in a high-risk approach to the vehicle in front, it automatically reduces the drive torque coefficient to limit power output and prevent the vehicle from lurching forward. Specifically, this includes: Safety / Starting Conditions: As long as follower_s_r is positive (following distance increases), app_fac is calibrated to 1 to ensure that the vehicle's responsiveness is not affected in scenarios such as starting from traffic lights.

[0036] Risk mitigation principle: The smaller the follveh_s, and the larger the negative and absolute value of follveh_s_r (meaning the faster the vehicle in front approaches), the smaller the calibrated app_fac coefficient.

[0037] High-risk full limit: When follveh_s_r reaches -20 m / s or below (extremely high risk of rear-end collision), app_fac is calibrated to 0, except when follveh_s is very large (e.g., ≥80 m) to satisfy the driver's intention to overtake, etc., in which case it is calibrated to 1.

[0038] No intervention range: When the following distance is greater than 30 m and the rate of change is greater than -10 m / s, app_fac is calibrated to 1, and the system does not impose any torque limit.

[0039] Smooth transition range: Within the range where the following distance is less than 30 m and the rate of change is less than 0, app_fac exhibits a roughly linear change between 0 and 1. Specifically, the larger the following distance, the larger the coefficient; the larger the absolute value of the rate of change of the following distance, the smaller the coefficient.

[0040] Based on the above principles, a specific example of app_fac_map calibration is shown in Table 1 below:

[0041] Table 1 (2) Calibration of the kinetic energy recovery torque coefficient table (rgn_fac_map); Its core calibration principle is the opposite of that of the drive torque: when the vehicle is in a high-risk approach to the vehicle in front, the regenerative torque coefficient is automatically increased to enhance the deceleration effect and assist in maintaining a safe distance. Considering that the basic regenerative torque value is usually small at low speeds, the maximum output value of rgn_fac in this system is calibrated to 3. Specific principles include: Safe / normal recovery condition: As long as follveh_s_r is positive, rgn_fac is set to 1, maintaining the original energy recovery characteristics.

[0042] Risk compensation principle: The smaller the follveh_s, and the larger the negative and absolute value of follveh_s_r, the larger the calibrated rgn_fac coefficient.

[0043] Maximum compensation for high risk: When follveh_s_r reaches -20 m / s or below, rgn_fac is calibrated to the maximum value of 3, and only recovers to 1 when follveh_s is very large (e.g., ≥80 m).

[0044] No compensation range: When the following distance is greater than 30 m and the rate of change is greater than -10 m / s, rgn_fac is calibrated to 1, and the system does not perform any torque compensation.

[0045] Smoothing enhancement interval: In the interval where the following distance is less than 30 m and the rate of change is less than 0, rgn_fac exhibits a roughly linear change between 1 and 3. Specifically, the larger the following distance, the smaller the coefficient; the larger the absolute value of the rate of change of the following distance, the larger the coefficient.

[0046] Based on the above principles, a specific example of rgn_fac_map calibration is shown in Table 2 below:

[0047] Table 2 Application Notes: In actual control, the kinetic energy recovery condition triggered by the brake pedal can directly reuse the rgn_fac coefficients from the aforementioned coasting recovery condition, or it can be recalibrated by adding a separate table to optimize the pedal feel. Furthermore, the specific values ​​in the aforementioned coefficient mapping table need to be finalized through real-vehicle calibration covering multiple conditions such as congestion, smooth traffic, and high speeds to ensure that the solution can balance the drivability and safety of different vehicle models.

[0048] S04, the corresponding basic required torque is corrected using the torque correction coefficient to obtain the target execution torque; the vehicle's power system is controlled based on the target execution torque.

[0049] Specifically, the step of correcting the base torque requirement using a torque correction coefficient includes: When the basic required torque is the basic drive torque, the first coefficient is used to correct it to obtain the target drive torque; When the base demand torque is equal to the base recovery torque, the second coefficient is used to correct it to obtain the target recovery torque.

[0050] In this embodiment, the vehicle controller selects the appropriate correction coefficient for fusion calculation based on the nature of the basic required torque.

[0051] If the calculated base target torque is positive (driving condition), then the final driving torque trq_final = trq_app * app_fac.

[0052] If the calculated base target torque is negative (recovery condition), then the final kinetic energy recovery torque trq_final = trq_rgn * rgn_fac.

[0053] Subsequently, the vehicle controller sends trq_final as the target torque command to the motor controller (MCU), which then controls the drive motor to output the corresponding drive or braking torque.

[0054] The specific values ​​of `app_fac_map` and `rgn_fac_map` are not fixed and their calibration must be performed in a real vehicle environment. Calibration engineers design comprehensive test conditions, including urban congestion, highway following, traffic light starts, and hill starts, based on the target vehicle's curb weight, power performance, braking performance, and desired driving style. By repeatedly collecting vehicle dynamic response data (such as acceleration, deceleration, and driver subjective evaluation) under different combinations of `follveh_s` and `follveh_s_r`, the system finely adjusts each node value in the two coefficient mapping tables until optimal driving comfort, smoothness, and energy recovery efficiency are achieved while ensuring safety (avoiding excessive proximity to the vehicle in front). Furthermore, the system can also support associating different coefficient mapping tables with different fixed driving modes (such as Sport and Eco), thereby achieving more personalized intelligent torque adjustment. It should be noted that the coefficient mapping table and data provided in the above embodiments are merely illustrative and are not intended to limit the scope of protection of this invention. In practical applications, the granularity of the table (row and column numerical intervals), specific numerical values, interpolation algorithms, etc., can all be adjusted according to the actual situation. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this invention should be included within the scope of protection of this invention.

[0055] In summary, an adaptive torque control method based on following vehicle status has the following effects: By monitoring the key safety parameter of following distance and its rate of change in real time, the system can intelligently intervene in high-risk following scenarios (such as when the vehicle in front suddenly decelerates or the vehicle rapidly approaches the vehicle in front). Specifically, it automatically reduces drive torque output, effectively suppressing vehicle jerking caused by overly sensitive throttle response, thus reducing the risk of rear-end collisions caused by improper operation or insufficient reaction. At the same time, it intelligently enhances the intensity of kinetic energy recovery, providing a more significant and smoother deceleration. In congested traffic, this mechanism can significantly reduce the driver's frequent switching between the accelerator and brake pedals and deep braking operations, not only reducing driver fatigue but also improving driving comfort.

[0056] A collaborative control architecture combining "basic required torque" and "dynamic torque correction coefficient" has been constructed. While fully respecting the driver's subjective preferences (reflected through fixed driving modes and recovery levels), dynamic corrections based on objective real-time road conditions are superimposed. This completely solves the rigidity problem of traditional strategies where a single mode is "selected for life," allowing the vehicle to maintain the driver's preferred long-term driving style while automatically adapting to rapidly changing traffic environments. Especially in scenarios such as starting from a traffic light, the system does not limit torque, ensuring responsiveness; when following a large distance or with low risk, the system does not interfere with output, guaranteeing a natural and smooth driving experience and achieving a seamless integration of "driver intent" and "vehicle control intelligence."

[0057] When following distance decreases or the risk of a rear-end collision increases, the energy recovery torque coefficient is dynamically increased, significantly enhancing the energy recovery intensity. This not only improves braking performance and helps maintain a safe following distance, but more importantly, it simultaneously increases the power and total amount of energy recovered. This allows the vehicle to recover more inertial energy and convert it into electrical energy for storage in stop-and-go urban traffic conditions, effectively improving the overall energy utilization efficiency of the vehicle and helping to extend the driving range of pure electric vehicles.

[0058] Example 2 like Figure 3 As shown, a second embodiment of the present invention provides an adaptive torque control system based on following vehicle status, the system comprising: The acquisition module 10 is used to acquire the real-time following distance and its rate of change between the vehicle and the target vehicle. The determination module 20 is used to determine the basic required torque based on the driver's current operating intention, the basic required torque including the basic drive torque and / or the basic recovery torque; The correction module 30 is used to input the real-time following distance and rate of change into a preset torque correction model to obtain the corresponding torque correction coefficient. The torque correction coefficient includes a first coefficient for correcting the drive torque and / or a second coefficient for correcting the regenerative torque. The module 40 is used to correct the corresponding basic required torque using the torque correction coefficient to obtain the target execution torque, and to control the vehicle's power system based on the target execution torque.

[0059] The adaptive torque control system based on following status provided in this embodiment of the invention has the same implementation principle and technical effect as the aforementioned method embodiment. For the sake of brevity, any parts not mentioned in the system embodiment can be referred to the corresponding content in the aforementioned method embodiment.

[0060] Example 3 like Figure 4 As shown, in the third embodiment of the present invention, the present invention provides the following technical solution: a computer, including a memory 202, a processor 201, and a computer program stored in the memory 202 and executable on the processor 201, wherein the processor 201 executes the computer program to implement the adaptive torque control method based on following vehicle state as described above.

[0061] Specifically, the processor 201 may include a central processing unit, a specific integrated circuit, or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0062] Memory 202 may include a large-capacity memory for data or instructions. For example, and not limitingly, memory 202 may include a hard disk drive, floppy disk drive, solid-state drive, flash memory, optical disk drive, magneto-optical disk drive, magnetic tape drive, or Universal Serial Bus drive, or a combination of two or more of these. Where appropriate, memory 202 may include removable or non-removable media. Where appropriate, memory 202 may be internal or external to a data processing device. In a particular embodiment, memory 202 is non-volatile memory. In a particular embodiment, memory 202 includes read-only memory and random access memory (ROM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable ROM, an erasable PROM, an electrically erasable PROM, an electrically rewritable ROM, or flash memory, or a combination of two or more of these. Where appropriate, the RAM may be static random access memory (SRAM) or dynamic random access memory (DRAM), wherein DRAM may be fast page-mode DRAM, extended data output DRAM, synchronous DRAM, etc.

[0063] The memory 202 can be used to store or cache various data files that need to be processed and / or communicated, as well as possible computer program instructions executed by the processor 201.

[0064] The processor 201 implements the above-mentioned adaptive torque control method based on following vehicle status by reading and executing computer program instructions stored in the memory 202.

[0065] In some embodiments, the computer may further include a communication interface 203 and a bus 200. For example, Figure 4 As shown, the processor 201, memory 202, and communication interface 203 are connected through bus 200 and complete communication with each other.

[0066] The communication interface 203 is used to enable communication between the various modules, devices, units, and / or equipment in the embodiments of this application. The communication interface 203 can also enable data communication with other components such as external devices, image / data acquisition devices, databases, external storage, and image / data processing workstations.

[0067] Bus 200 includes hardware, software, or both, that couples computer components together. Bus 200 includes, but is not limited to, at least one of the following: data bus, address bus, control bus, expansion bus, local bus. For example, and not limitingly, bus 200 may include a graphics acceleration interface or other graphics bus, an enhanced industry standard architecture bus, a front-side bus, HyperTransport interconnect, an industry standard architecture bus, a wireless bandwidth interconnect, a low pin count bus, a memory bus, a WeChat architecture bus, a peripheral component interconnect bus, a PCI Express bus, a Serial Advanced Technology Attached Bus, a Video Electronics Standards Association local bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 200 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, this application contemplates any suitable bus or interconnect.

[0068] Example 4 In the fourth embodiment of the present invention, in conjunction with the above-described adaptive torque control method based on following vehicle status, the present invention provides the following technical solution: a storage medium storing a computer program, wherein the computer program, when executed by a processor, implements the above-described adaptive torque control method based on following vehicle status.

[0069] Those skilled in the art will understand that the data in the flowchart, or logic and / or steps otherwise described herein, for example, can be considered as a sequenced data table of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device. For the purposes of this specification, "computer-readable medium" can mean any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device.

[0070] More specific examples of readable media include: electrical connections with one or more wires, portable computer disk drives, random access memory, read-only memory, erasable and editable read-only memory, fiber optic devices, and portable optical disc read-only memory. Additionally, computer-readable media can even be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0071] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0072] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0073] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An adaptive torque control method based on following vehicle status, characterized in that, The method includes the following steps: Real-time following distance between the current vehicle and the target vehicle and its rate of change; Based on the driver's current operating intention, determine the basic required torque, which includes the basic drive torque and / or basic recovery torque; The real-time following distance and rate of change are input into a preset torque correction model to obtain the corresponding torque correction coefficients. The torque correction coefficients include a first coefficient for correcting the drive torque and / or a second coefficient for correcting the regenerative torque. The torque correction coefficient is used to correct the corresponding basic required torque to obtain the target execution torque, and the vehicle's power system is controlled based on the target execution torque; The torque correction model includes a first coefficient mapping relationship for outputting the first coefficient; wherein the first coefficient mapping relationship is configured to: in response to the rate of change being negative, cause the first coefficient to decrease as the real-time following distance decreases and / or the absolute value of the rate of change increases; In the first coefficient mapping relationship, when the rate of change is lower than the first negative threshold and the real-time following distance is less than the first distance threshold, the first coefficient is set to 0.

2. The adaptive torque control method based on following vehicle status according to claim 1, characterized in that, The step of determining the basic torque requirement based on the driver's current operating intention includes: The base drive torque is determined based on the driving mode selected by the driver and the opening information of the accelerator pedal; The base recovery torque is determined based on the energy recovery level selected by the driver and the brake pedal opening information.

3. The adaptive torque control method based on following vehicle status according to claim 2, characterized in that, The step of correcting the base torque requirement using a torque correction coefficient includes: When the basic required torque is the basic drive torque, the first coefficient is used to correct it to obtain the target drive torque; When the base demand torque is equal to the base recovery torque, the second coefficient is used to correct it to obtain the target recovery torque.

4. The adaptive torque control method based on following vehicle status according to claim 1, characterized in that, The torque correction model includes a second coefficient mapping relationship for outputting the second coefficient, wherein the second coefficient mapping relationship is configured to: in response to the negative rate of change, cause the second coefficient to increase as the real-time following distance decreases and / or the absolute value of the rate of change increases; In the second coefficient mapping relationship, the maximum output value of the second coefficient is greater than 1; and when the rate of change is lower than the second negative threshold and the real-time following distance is less than the second distance threshold, the second coefficient is set to the maximum output value.

5. The adaptive torque control method based on following vehicle status according to claim 2, characterized in that, The step of determining the basic drive torque includes: based on the driving mode, querying a first basic torque mapping table, wherein the input parameters of the first basic torque mapping table include at least the motor speed and the opening of the accelerator pedal; The step of determining the basic recovery torque includes: based on the energy recovery level, querying a second basic torque mapping table, wherein the input parameters of the second basic torque mapping table include at least the motor speed and the brake pedal opening.

6. The adaptive torque control method based on following vehicle status according to claim 1, characterized in that, The torque correction model takes the real-time following distance and rate of change as input, and outputs the first coefficient and the second coefficient synchronously through a preset multidimensional lookup table or function relationship.

7. An adaptive torque control system based on following vehicle status, characterized in that, The system includes: The acquisition module is used to acquire the real-time following distance and its rate of change between the current vehicle and the target vehicle. The determination module is used to determine the basic required torque based on the driver's current operating intention, the basic required torque including the basic drive torque and / or the basic recovery torque; The correction module is used to input the real-time following distance and rate of change into a preset torque correction model to obtain the corresponding torque correction coefficients. The torque correction coefficients include a first coefficient for correcting the drive torque and / or a second coefficient for correcting the regenerative torque. The module is used to correct the corresponding basic required torque using the torque correction coefficient to obtain the target execution torque, and to control the vehicle's power system based on the target execution torque.

8. A computer comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the adaptive torque control method based on following status as described in any one of claims 1 to 6.

9. A storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the adaptive torque control method based on following status as described in any one of claims 1 to 6.

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