Method and device for adjusting change rate of torque limit value of vehicle and electronic equipment

Abstract

The invention discloses a change rate adjusting method and device for a torque limit value of a vehicle and electronic equipment. The method comprises the steps that the wheel end required torque in the vehicle running process and the torque limiting value of a vehicle are obtained; the difference value between the wheel end demand torque and the torque limit value is determined; in response to the fact that the difference value is smaller than a difference threshold value, determining change of the torque limit value in the first target period; and in response to the condition that the variable quantity meets the preset condition in the first target period, the change rate of the torque limit value during vehicle operation is adjusted based on the torque limit value. The technical problem that the stability performance is low when the vehicle runs is solved.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a method, apparatus, and electronic device for adjusting the rate of change of torque limit of a vehicle. Background Technology

[0002] In related technologies, in order to suppress the speed fluctuation phenomenon of a vehicle and improve the stability of the vehicle during operation, a torque reverse compensation method can be used. This method involves superimposing a compensation torque that is in phase with the speed fluctuation but in the opposite direction on the basis of the original torque of the vehicle, thereby suppressing speed fluctuation.

[0003] However, when there is no residual torque available for compensation, the aforementioned torque reverse compensation method fails, thus failing to effectively alleviate the speed fluctuation phenomenon. Therefore, the technical problem of low vehicle stability during operation still exists.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This application provides a method, apparatus, and electronic device for adjusting the rate of change of a vehicle's torque limit, in order to at least solve the technical problem of low stability performance during vehicle operation.

[0006] According to one aspect of the embodiments of this application, a method for adjusting the rate of change of a vehicle's torque limit is provided. The method may include: acquiring the wheel-end demand torque during vehicle operation and the vehicle's torque limit, wherein the torque limit characterizes the upper limit of the torque that the vehicle is allowed to output; determining the difference between the wheel-end demand torque and the torque limit; in response to the difference being less than a difference threshold, determining the amount of change of the torque limit within a first target period, wherein the first target period characterizes the time period during vehicle operation where the difference is less than the difference threshold; and in response to the amount of change satisfying a preset condition within the first target period, adjusting the rate of change of the torque limit during vehicle operation based on the torque limit, wherein the impact of the adjusted rate of change on the vehicle's stability performance is less than the impact of the rate of change within the first target period on the stability performance.

[0007] Further, in response to the difference being less than a difference threshold, determining the amount of change of the torque limit within a first target period includes: in response to the difference being less than a difference threshold, determining the amount of change within a target sub-period of the first target period, wherein the target sub-period includes at least one decreasing period and at least one increasing period of the torque limit, the decreasing period being used to characterize a period in which the torque limit decreases unidirectionally, and the increasing period being used to characterize a period in which the torque limit increases unidirectionally.

[0008] Furthermore, determining the amount of change within the target sub-cycle of the first target period includes: determining the amount of change of the torque limit during the decreasing period and the amount of change of the torque limit during the increasing period.

[0009] Furthermore, the first target period includes a target sub-period, which includes at least one decreasing period and at least one increasing period of the torque limit. The decreasing period is used to characterize the period during which the torque limit decreases unidirectionally, and the increasing period is used to characterize the period during which the torque limit increases unidirectionally. The method further includes: in response to the change amount during the decreasing period being less than a first change amount threshold and the change amount during the increasing period being greater than a second change amount threshold, determining that the change amount meets a preset condition within the first target period.

[0010] Furthermore, in response to the change amount meeting a preset condition within the first target period, the rate of change of the torque limit during vehicle operation is adjusted based on the torque limit, including: in response to the change amount meeting a preset condition within the first target period, the rate of change of the torque limit is adjusted based on the torque limit within the second target period, wherein the second target period is the period in the first target period where the torque limit increases unidirectionally after the decreasing period is less than the first change amount threshold and the increasing period is greater than the second change amount threshold.

[0011] Furthermore, the method also includes: acquiring the actual torque output during vehicle operation; adjusting the actual torque within a second target period, and determining the torque difference between the maximum value of the adjusted actual torque and the torque limit within the second target period, wherein the maximum value of the adjusted actual torque is less than the maximum value of the actual torque before adjustment; determining the target rate of change of the torque difference through a mapping table based on the torque difference and the wheel-end speed of the vehicle, wherein the mapping table is used to represent the mapping relationship between the torque difference, the wheel-end speed, and the target rate of change; adjusting the rate of change of the torque limit within the second target period, including: adjusting the rate of change within the second target period to the target rate of change.

[0012] Furthermore, during vehicle operation, the rate of change is prohibited from being adjusted in response to at least one of the following prohibition conditions: the difference is greater than or equal to a stop threshold; the duration of the rate of change adjustment is greater than or equal to a duration threshold; the change in the torque limit within the first target cycle is greater than a prohibition threshold; or the vehicle receives a prohibition request.

[0013] According to one aspect of the embodiments of this application, a torque limit adjustment device for a vehicle is provided. The device includes: an acquisition unit, configured to acquire the wheel-end demand torque during vehicle operation and the torque limit of the vehicle, wherein the torque limit is used to characterize the upper limit of the torque that the vehicle is allowed to output; a first determination unit, configured to determine the difference between the wheel-end demand torque and the torque limit; a second determination unit, configured to determine the amount of change of the torque limit within a first target period in response to the difference being less than a difference threshold, wherein the first target period is used to characterize the time period during vehicle operation where the difference is less than the difference threshold; and an adjustment unit, configured to adjust the rate of change of the torque limit during vehicle operation based on the torque limit in response to the change meeting a preset condition during the reduction period, wherein the influence of the adjusted rate of change on the vehicle's stability performance indicators is less than the influence of the rate of change within the first target period on the stability performance indicators.

[0014] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program runs the methods of various embodiments of this application.

[0015] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0016] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the methods in various embodiments of this application.

[0019] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0020] In this embodiment, the wheel-end torque demand during vehicle operation and the vehicle's torque limit are obtained; the difference between the wheel-end torque demand and the torque limit is determined; in response to the difference being less than a threshold, the change in the torque limit within a first target period is determined; in response to the change meeting a preset condition within the first target period, the rate of change of the torque limit during vehicle operation is adjusted based on the torque limit. In other words, in this embodiment, when the difference between the wheel-end torque demand and the torque limit is less than a threshold, the change in the torque limit within the first target period is identified, and the rate of change of the torque limit during vehicle operation is actively reduced, thereby suppressing vehicle speed fluctuations and improving vehicle stability. This overcomes the problem in related technologies where additional compensation torque is required on top of the vehicle's original wheel-end torque demand, leading to technical failure when no remaining torque is available for compensation, thus affecting vehicle stability. This achieves the goal of suppressing speed fluctuations without relying on compensation torque, thereby improving vehicle stability and solving the problem of low vehicle stability. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0022] Figure 1 This is a schematic diagram of a method for adjusting the rate of change of a vehicle's torque limit according to an embodiment of this application;

[0023] Figure 2 This is a schematic diagram of torque and speed jitter suppression according to an embodiment of this application;

[0024] Figure 3 This is a schematic diagram of torque and speed jitter suppression according to an embodiment of this application;

[0025] Figure 4 This is a schematic diagram of a pure electric powertrain architecture according to an embodiment of this application;

[0026] Figure 5 This is a schematic diagram of a torque limit change rate adjustment device for a vehicle according to an embodiment of this application;

[0027] Figure 6 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] According to an embodiment of this application, a method for adjusting the rate of change of a vehicle's torque limit is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] Figure 1 This is a schematic diagram of a method for adjusting the rate of change of a vehicle's torque limit according to an embodiment of this application, as shown below. Figure 1 As shown, the method includes the following steps.

[0032] Step S102: Obtain the wheel-end torque demand during vehicle operation and the vehicle's torque limit, wherein the torque limit is used to characterize the upper limit of the torque that the vehicle is allowed to output.

[0033] In the technical solution provided by step S102 of this application embodiment, the wheel-end demand torque can be used to characterize the magnitude of the torque output from the wheel end of the vehicle by the driver or the vehicle's intelligent driving system. The torque limit value is used to characterize the upper limit of the torque allowed to be output by the vehicle. The wheel-end demand torque can be determined by T... req This means that the above torque limit can be expressed as T max express.

[0034] Optionally, the wheel-end torque requirement of the vehicle and the torque limit of the vehicle can be obtained during vehicle operation.

[0035] Optionally, during vehicle operation, the vehicle can be controlled to collect the requested torque signal output by the vehicle's drive system according to a fixed control cycle. The wheel-end torque requirement can be determined using this requested torque signal. For example, by reading the requested torque signal reported by the drive system through the vehicle's overall controller, the requested torque signal can be converted into the wheel-end torque requirement through the transmission ratio. The vehicle controller can be the vehicle's overall control unit, used to coordinate the torque requests and limits between the vehicle's drive system and battery management system. The control cycle can be the minimum time unit for sampling and calculating parameters such as torque limits and wheel-end torque requirements. This minimum time unit can be determined by the refresh frequency of the vehicle's Controller Area Network (CAN bus). The drive system can be the vehicle's motor control unit, used to receive torque commands from the vehicle controller, drive the motor to output torque, and provide real-time feedback of actual torque, speed, and operating status signals to the vehicle controller.

[0036] It should be noted that the above method of obtaining the wheel-end torque requirement of a vehicle through the vehicle controller and drive system according to a fixed control cycle is only an example, and no specific restrictions are placed on the method of obtaining the wheel-end torque requirement of a vehicle.

[0037] Optionally, during vehicle operation, the vehicle controller can collect the torque limit set by the vehicle's battery management system according to a fixed control cycle. For example, the vehicle controller can read the torque limit corresponding to the current maximum allowable discharge power output by the vehicle's battery management system. The battery management system can be the vehicle's battery management unit, used to dynamically calculate and output the allowable torque limit under the current operating conditions based on the battery's temperature, state of charge, state of health, and maximum allowable discharge power.

[0038] It should be noted that the above-mentioned method of obtaining the vehicle's torque limit through the vehicle controller and battery management system is only an example, and no specific restrictions are placed on the method of obtaining the vehicle's torque limit.

[0039] In this embodiment of the application, the above step S102 can realize the perception of the torque output capability boundary of the vehicle and obtain the wheel end torque limit of the vehicle in real time.

[0040] Step S104: Determine the difference between the required torque at the wheel end and the torque limit.

[0041] Optionally, after obtaining the wheel-end torque demand during vehicle operation and the vehicle's torque limit, the difference between the wheel-end torque demand and the torque limit can be determined.

[0042] Optionally, the vehicle controller of the aforementioned vehicle periodically communicates via the vehicle's CAN bus to obtain the wheel-end torque requirement and torque limit. For example, the vehicle controller can receive the requested torque signal sent by the vehicle's drive motor controller via the vehicle's CAN bus at a fixed control cycle (e.g., 10ms), and simultaneously receive the torque limit signal (also known as the maximum permissible wheel-end torque) sent by the vehicle's battery management system. The vehicle controller then calculates the difference between the wheel-end torque requirement and the torque limit.

[0043] In this embodiment, considering the difference between the torque output at the vehicle's wheel ends and the upper limit of the vehicle's permissible torque output, it can be determined whether there is residual torque during vehicle operation. For example, if the difference between the torque output at the vehicle's wheel ends and the upper limit of the vehicle's permissible torque output is small, it indicates that there is no residual torque. In this case, the torque reverse compensation method in related technologies cannot effectively alleviate the speed fluctuation phenomenon. Therefore, the method described in this embodiment measures the difference between the required torque at the wheel ends and the torque limit by determining the difference between the required torque at the wheel ends and the upper limit of the vehicle's permissible torque output. Thus, by using the method for adjusting the rate of change of the vehicle's torque limit proposed in this embodiment, the speed fluctuation phenomenon can be alleviated by adjusting the rate of change of the torque limit, thereby improving the vehicle's operational stability.

[0044] Step S106: In response to the difference being less than the difference threshold, determine the amount of change in the torque limit within the first target period.

[0045] In the technical solution provided by step S106 in the embodiments of this application, the aforementioned difference threshold can be used to characterize the critical value when the wheel-end demand torque is close to or reaches the vehicle's torque limit. The aforementioned difference threshold can be represented by T. ramp Activation is indicated, and the aforementioned first target period can be represented as... t 抖动衰减 This is represented as follows. The aforementioned first target period can be used to characterize the time period during vehicle operation when the difference between the wheel-end demand torque and the torque limit is less than a threshold difference.

[0046] Optionally, after determining the difference between the wheel-end required torque and the torque limit, in response to the difference being less than a difference threshold, the amount of change in the torque limit within the first target period can be determined.

[0047] Optionally, in response to the difference being less than a difference threshold, the changing trend of the torque limit is continuously monitored. For example, the torque limit shows a decreasing or increasing trend within the first target period. Based on the above changing trend, the amount of change of the torque limit within the first target period can be determined. For example, based on the stage where the torque limit shows a decreasing trend within the first target period, the amount of change of the torque limit during the decreasing stage of the first target period can be determined. Based on the stage where the torque limit shows an increasing trend within the first target period, the amount of change of the torque limit during the increasing stage of the first target period can be determined.

[0048] Step S108: In response to the change amount meeting the preset conditions within the first target period, the rate of change of the torque limit during vehicle operation is adjusted based on the torque limit.

[0049] In the technical solution provided by step S108 of this application embodiment, the aforementioned preset condition can be used to characterize the change in torque limit that affects the stability performance of the vehicle within the first target period. That is, if the change meets the preset condition, the stability performance is affected, and it is necessary to adjust the rate of change to alleviate the speed fluctuation phenomenon and improve the stability performance. The aforementioned rate of change can be used to characterize the rate of increase or decrease of torque limit over time.

[0050] Optionally, after determining the amount of change in the torque limit within the first target period in response to the difference being less than the difference threshold, if the amount of change meets a preset condition within the first target period, the rate of change of the torque limit during vehicle operation can be adjusted based on the torque limit.

[0051] Optionally, after confirming that the change in the torque limit within the first target period meets the preset conditions, that is, after determining that the change in the torque limit within the first target period begins to affect the stability performance of the vehicle, a restriction on the rate of change can be implemented in the subsequent trend of the torque limit. This can be achieved by actively reducing the rate of change of the torque limit during the upward process from the current low point or actively reducing the rate of change during the downward process from the current high point, thereby adjusting the rate of change of the torque limit during vehicle operation. The impact of the adjusted rate of change on the stability performance of the vehicle is less than the impact of the rate of change within the first target period on the stability performance.

[0052] In this embodiment, when the difference between the torque output at the vehicle's wheel ends and the upper limit of the vehicle's permissible torque output is less than a preset difference threshold, it indicates that the torque output at the vehicle's wheel ends is close to the upper limit of the vehicle's permissible torque output, with no remaining torque, and the torque reverse compensation method in related technologies cannot be executed. Simultaneously, if it is confirmed that the change in the torque limit within the first target period meets a preset condition, it indicates that the vehicle is experiencing speed fluctuations, affecting its stability. In this case, this embodiment can mitigate the speed fluctuations and improve the vehicle's operational stability by actively reducing the rate of change of the torque limit through a lookup table, without needing to utilize remaining torque.

[0053] Through the above steps S102 to S108, the wheel-end torque demand during vehicle operation and the vehicle's torque limit can be obtained; the difference between the wheel-end torque demand and the torque limit can be determined; in response to the difference being less than a threshold, the change in the torque limit within a first target period can be determined; in response to the change meeting a preset condition within the first target period, the rate of change of the torque limit during vehicle operation can be adjusted based on the torque limit. In other words, in this embodiment, when the difference between the wheel-end torque demand and the torque limit is less than a threshold, the change in the torque limit within the first target period is identified, and the rate of change of the torque limit during vehicle operation is actively reduced, thereby suppressing vehicle speed fluctuations and improving vehicle stability. This overcomes the problem in related technologies where additional compensation torque is required on top of the vehicle's original wheel-end torque demand, leading to technical failure when no remaining torque is available for compensation, thus affecting vehicle stability. This achieves the goal of suppressing speed fluctuations without relying on compensation torque, thereby improving vehicle stability and solving the technical problem of low vehicle stability.

[0054] The embodiments of this application will be described in detail below with reference to the steps described above.

[0055] As an optional implementation, step S106, in response to the difference being less than a difference threshold, determines the amount of change of the torque limit within a first target period, including: in response to the difference being less than a difference threshold, determining the amount of change within a target sub-period of the first target period, wherein the target sub-period includes at least one decreasing period and at least one increasing period of the torque limit, the decreasing period being used to characterize a period in which the torque limit decreases unidirectionally, and the increasing period being used to characterize a period in which the torque limit increases unidirectionally.

[0056] In this embodiment, the target sub-cycle may include at least one decreasing period and at least one increasing period of the torque limit. The decreasing period characterizes a period during which the torque limit decreases unidirectionally, and the increasing period characterizes a period during which the torque limit increases unidirectionally. The target sub-cycle can be... t 共振 The above-described unidirectional decrease can be used to characterize the dynamic process of a continuously and monotonically decreasing torque limit due to the limited battery output capacity of the vehicle during the first target period. The above-described unidirectional increase can be used to characterize the dynamic process of a monotonically increasing torque limit that occurs after the above-described monotonically decreasing dynamic process, due to control delay or a brief recovery of battery output capacity.

[0057] Optionally, in response to the difference between the wheel-end demand torque and the torque limit being less than a difference threshold, the dynamic change of the torque limit over time is monitored. The torque limit is identified to sequentially experience a continuous unidirectional decreasing period followed by a unidirectional increasing period, which can be determined as a complete decreasing-increasing coupling process. The amount of change of the torque limit during the unidirectional decreasing period within the complete decreasing-increasing coupling process can be determined. The amount of change of the torque limit during the unidirectional increasing period within the complete decreasing-increasing coupling process can also be determined.

[0058] For example, in response to the difference between the wheel-end demand torque and the torque limit being less than the difference threshold, the torque limit can be continuously sampled within the first target period. The unidirectional decreasing period of the torque limit within the first target period and the unidirectional increasing period immediately following the decreasing period can be determined, thereby identifying a complete decreasing-increasing coupling process. Then, the change in torque limit during the unidirectional decreasing period and the change in torque limit during the unidirectional increasing period can be extracted respectively.

[0059] In this embodiment of the application, the above method can proactively identify the period during which the torque limit fluctuates oscillatingly when the vehicle is running, and determine the amount of change in the torque limit during the above period.

[0060] As an optional implementation, determining the amount of change within the target sub-period of the first target period includes: determining the amount of change of the torque limit during the decreasing period and the amount of change of the torque limit during the increasing period.

[0061] Optionally, when it is confirmed that the torque limit is in the decreasing period, the difference of the torque limit within the above-mentioned unidirectional decreasing period is calculated as the change in the decreasing period (which can be represented by ΔT_D), wherein the change in the decreasing period can be expressed by the following formula.

[0062] ΔT_D=T max -T max前1周期

[0063] Among them, T max T is used to indicate the current torque limit. max前1周期 This is used to indicate the torque limit of the control cycle preceding the reduction period, and ΔT_D is less than zero during this period.

[0064] When the torque limit is confirmed to be in the rising period, the difference in the torque limit within the rising period is calculated as the change during the rising period (which can be represented by ΔT_D). The change during the falling period can be represented by the following formula.

[0065] ΔT_U=T max -T max前1周期

[0066] Here, ΔT_U is used to indicate that ΔT_U is greater than zero during the rising period.

[0067] In the embodiments of this application, the torque limit decrease-increase coupling process can be identified by the above method, and the amount of change of the torque limit during the decrease period and the amount of change of the torque limit during the increase period can be determined.

[0068] As an optional implementation, in step S108, the first target period includes a target sub-period, which includes at least one decreasing period and at least one increasing period of the torque limit. The decreasing period is used to characterize the period during which the torque limit decreases unidirectionally, and the increasing period is used to characterize the period during which the torque limit increases unidirectionally. The method further includes: in response to the change amount during the decreasing period being less than a first change amount threshold and the change amount during the increasing period being greater than a second change amount threshold, determining that the change amount meets a preset condition within the first target period.

[0069] In this embodiment, the first change threshold can be used to characterize the threshold at which a decrease in the torque limit affects vehicle stability. The second change threshold can be used to characterize the threshold at which an increase in the torque limit (also known as passive recovery) affects vehicle stability.

[0070] Optionally, if it is confirmed that the torque limit is in a decreasing period, the difference in torque limits within the decreasing period can be calculated, and this difference can be used as the change during the decreasing period (which can be represented by ΔT_D); when it is confirmed that the torque limit is in a increasing period, the difference in torque limits within the increasing period can be calculated, and this difference can be used as the change during the increasing period (which can be represented by ΔT_U). In response to ΔT_D being less than a first change threshold (which can be represented by...), T1 represents ΔT_U, which is greater than the second change threshold (which can be represented by T1). T2 indicates that the change can be determined to meet preset conditions within the first target period. T1 < 0, 0 < T2<| T1|.

[0071] In this embodiment of the application, the above method can detect whether the torque limit drops significantly (ΔT_D < 0) during the decreasing period when the wheel-end required torque is close to the torque limit. The system actively adjusts the rate of change of the torque limit during vehicle operation to improve vehicle stability, considering whether there is a significant increase in torque during the T1 phase and subsequent acceleration phase.

[0072] As an optional implementation, in response to the change amount meeting a preset condition within a first target period, adjusting the rate of change of the torque limit during vehicle operation based on the torque limit includes: in response to the change amount meeting a preset condition within a first target period, adjusting the rate of change of the torque limit within a second target period based on the torque limit, wherein the second target period is the period in the first target period where the torque limit increases unidirectionally after the decreasing period is less than a first change amount threshold and the increasing period is greater than a second change amount threshold.

[0073] In this embodiment of the application, the second target period is the period in the first target period during which the torque limit increases unidirectionally after the decreasing period is less than the first change threshold and the increasing period is greater than the second change threshold.

[0074] Optionally, after determining that the change during the decreasing period is less than the first change threshold and the change during the increasing period is greater than the second change threshold, constraints can be imposed on the change process of the torque limit during the increasing phase, so that the rate of increase of the torque limit is slowed down compared with the natural upward trend when no intervention is involved.

[0075] For example, when a vehicle is starting at low temperatures and with a low battery charge, the torque limit drops rapidly due to the limited output capacity of the battery, and then rebounds after a short delay. When the decrease in the torque limit is small (e.g., less than the first change threshold) while the increase in the torque limit is large (e.g., greater than the second change threshold), the vehicle controller can actively slow down the rate of increase of the torque limit during the rebound phase, making the increase in the torque limit smoother and more gradual. This avoids the rapid increase in torque causing increased resonance in the vehicle's transmission system, which could lead to speed fluctuations and affect the stability of the vehicle during operation.

[0076] In this embodiment of the application, the above method can apply a controllable speed limit (also known as a slope limit) to the subsequent torque increase stage after the decrease-increase coupling process of the torque limit is identified, so as to avoid the speed fluctuation caused by the rapid increase of torque, thereby reducing the stability performance of the vehicle during operation.

[0077] As an optional implementation, the method further includes: acquiring the actual torque output during vehicle operation; adjusting the actual torque within a second target period, and determining the torque difference between the maximum value of the adjusted actual torque and the torque limit within the second target period, wherein the maximum value of the adjusted actual torque is less than the maximum value of the actual torque before adjustment; determining a target rate of change of the torque difference based on the torque difference and the wheel-end speed of the vehicle through a mapping table, wherein the mapping table is used to represent the mapping relationship between the torque difference, the wheel-end speed, and the target rate of change; adjusting the rate of change of the torque limit within the second target period, including: adjusting the rate of change within the second target period to the target rate of change.

[0078] In this embodiment, the aforementioned actual torque can be used to characterize the magnitude of the actual driving torque output by the vehicle to the wheel ends. The aforementioned mapping table can be used to represent the mapping relationship between torque difference, vehicle speed information, and target rate of change.

[0079] Optionally, during the second target cycle, the vehicle's controller limits the vehicle's motor output, causing the actual torque of the vehicle to be lower than the current torque limit, thereby preserving a certain torque margin, i.e., the difference between the torque limit and the maximum actual torque after adjustment, which can also be referred to as the torque difference in this embodiment. The torque difference and the current wheel-end speed (which can be obtained through the vehicle controller) can be used to obtain the torque difference and the current wheel-end speed (which can be represented by n). 转速 The process involves querying a pre-calibrated mapping table, which takes the torque difference and wheel-end speed as input variables and outputs the corresponding target rate of change of torque (represented by a torque rise slope Map). Based on this query result, the rate of change of the torque limit within the second target period is adjusted to ensure that the torque limit increases gradually according to the target rate of change, thus avoiding the impact on the vehicle's stability due to a rapid increase in torque. The actual torque of the vehicle after the above limitation can be represented by T. maxRampd This means that the above torque difference can be represented by T. max -T maxRampd This means that the aforementioned rate of change of the torque increase target can be represented by the torque increase slope Map.

[0080] For example, after reducing the upward slope of the torque limit, the restriction on the rate of change of the torque limit can be gradually reduced after each target sub-cycle. That is, the rate of change of the torque limit is the smallest in the first target sub-cycle after the rate of change of the torque limit is reduced, the rate of change of the second target sub-cycle is the next smallest, and so on.

[0081] In this embodiment, the above method can actively reduce the rate of increase of the torque limit to achieve adaptive control of the torque limit recovery process; at the same time, by releasing the control constraints in stages, the stability of the vehicle during operation is maintained while the gradual recovery of the vehicle's power is taken into account.

[0082] As an optional implementation, during vehicle operation, the rate of change is prohibited from being adjusted in response to at least one of the following prohibition conditions: the difference is greater than or equal to a stop threshold; the duration of the rate of change adjustment is greater than or equal to a duration threshold; the change in the torque limit within a first target cycle is greater than a prohibition threshold; or the vehicle receives a prohibition request.

[0083] In this embodiment, the aforementioned stop threshold can be used to characterize the threshold at which the difference between the torque limit and the actual output torque recovers to a level where the vehicle's stable performance during operation is unaffected. The aforementioned duration threshold can be used to characterize the longest adjustment duration set to avoid excessive suppression of power output. The aforementioned prohibition request can be used to characterize a mandatory torque intervention request issued by the vehicle's chassis safety system (e.g., traction control, electronic stability program) or vehicle safety monitoring module.

[0084] Optionally, during the process of adjusting the rate of change of the torque limit in the second target period, the vehicle controller can determine in real time whether any prohibition condition is met. If any prohibition condition is met, the active suppression of the rate of change of torque in the second target period can be stopped.

[0085] Optionally, when the aforementioned torque difference exceeds a preset stopping threshold (which can be used...), T ramp It means, and T ramp When the torque limit is set to 10-15 Nm, it indicates that the vehicle has sufficient torque differential. Continuing to suppress the torque change rate will affect acceleration response, and adjustment can be stopped. When the adjustment duration exceeds the duration threshold, it indicates that the vehicle's stability has partially recovered. Continuing to suppress the torque change rate will lead to a lag in the driving experience, and adjustment can be terminated. When the change in the torque limit during the decreasing period exceeds the prohibited threshold (which can be represented by T),... 1a It means that, among them T1 < T 1a <0) can terminate the adjustment of the rate of change of torque within the second target period. Specifically, when the wheel-end torque demand is close to or equal to the torque limit, and the rate of change of the torque limit is less than a certain threshold, the vehicle's stability performance can be unaffected. This threshold can then be used as the threshold. T 1a If the vehicle controller receives a torque-disrupting signal from the anti-slip control, electronic stability program, or other vehicle safety controllers, it will stop actively suppressing the rate of change of torque during the second target cycle.

[0086] In this embodiment, the method described above can obtain the wheel-end torque demand during vehicle operation and the vehicle's torque limit; determine the difference between the wheel-end torque demand and the torque limit; in response to the difference being less than a threshold, determine the change in the torque limit within a first target period; in response to the change meeting a preset condition within the first target period, adjust the rate of change of the torque limit during vehicle operation based on the torque limit. In other words, in this embodiment, when the difference between the wheel-end torque demand and the torque limit is less than a threshold, the change in the torque limit within the first target period is identified, and the rate of change of the torque limit during vehicle operation is actively reduced, thereby suppressing vehicle speed fluctuations and improving vehicle stability. This overcomes the problem in related technologies where additional compensation torque is required on top of the vehicle's original wheel-end torque demand, leading to technical failure when no remaining torque is available for compensation, thus affecting vehicle stability. This achieves the goal of suppressing speed fluctuations without relying on compensation torque, thereby improving vehicle stability and solving the problem of low vehicle stability.

[0087] The technical solutions of the embodiments of this application will be illustrated below with reference to preferred embodiments.

[0088] Currently, the allowable discharge power of the power battery in pure electric vehicles is very low (e.g., below 10kW) under extremely low temperatures and low battery levels. When these vehicles start with high throttle or drive at low speeds, the wheel-end driving torque capability is limited by the allowable discharge power of the battery and decreases sharply as the wheel-end speed increases during acceleration. When the wheel-end torque demand of these vehicles approaches or reaches the wheel-end driving torque capability, it causes wheel-end speed vibration, which in turn exacerbates the vibration of the wheel-end driving torque capability. In related technologies, the main method to address speed vibration is through anti-vibration torque reverse compensation. This involves superimposing a compensation torque that is in phase with but opposite in direction to the speed vibration trend onto the vehicle's original driving torque to suppress speed fluctuations. However, this method is only effective when the vehicle's wheel-end driving torque demand has not yet approached the wheel-end driving torque capability; otherwise, there is no extra wheel-end driving torque capability available to calculate the anti-vibration reverse compensation torque.

[0089] Optionally, taking a pure electric vehicle as an example, this embodiment of the application can solve the problem of wheel-end speed vibration caused by the driver's driving torque approaching or reaching the wheel-end driving torque capability when the pure electric vehicle starts with high throttle or drives at low speed under extremely low temperature and low battery conditions. This is because the wheel-end driving torque capability is limited by the battery's allowable discharge power and decreases sharply with the increase of speed during acceleration. This embodiment of the application mainly reduces the overall vehicle jerking caused by wheel-end rotational vibration by modifying the software strategy of the vehicle's overall control unit. Through speed vibration condition identification and driving torque change slope correction, it reduces the overall vehicle jerking sensation caused by wheel-end rotational vibration in the absence of anti-vibration torque reverse compensation, improves the vehicle's low-temperature driving comfort, and indirectly improves the reliability of the transmission system.

[0090] Optionally, the activation condition for the wheel-end torque capability change rate control in this embodiment may include: the wheel-end demand torque is close to or equal to the maximum wheel-end torque capability (also known as the torque limit), i.e., T max -T req ≤ T ramp激活 (in, T can be taken as 2-5 Nm), where, T ramp激活 T can be used to represent the threshold difference between the wheel-end torque demand and the wheel-end torque maximum capacity. max It can be used to represent torque limits, T req It can be used to indicate the torque required at the wheel end.

[0091] Optionally, if T max In a rapidly declining trend, we can obtain: the current maximum wheel-end torque capacity minus the previous cycle's maximum wheel-end torque capacity is less than a certain negative value, i.e., T. max -T max前1周期 < T1; The difference between the maximum wheel-end torque capacity of the previous cycle and the maximum wheel-end torque capacity of the previous two cycles is less than a certain negative value, i.e., T max前1周期 -T max前2周期 < T1; The difference between the maximum wheel-end torque capacity of the first two cycles and the maximum wheel-end torque capacity of the first three cycles is less than a certain negative value, i.e., T max前2周期 -T max前3周期 < T1; The maximum wheel-end torque capacity of the first three cycles minus the maximum wheel-end torque capacity of the first four cycles is less than a certain negative value, i.e., T max前3周期 -T max前4周期 < T1; The maximum wheel-end torque capacity minus the maximum wheel-end torque capacity in the first N-1 cycles is less than a certain negative value, i.e., T max前N-1周期 -T max前N周期 < T1; (wherein) T1 < 0, when the driver's wheel-end torque demand is close to or equal to the maximum wheel-end torque capacity, and the maximum wheel-end torque capacity T max When the descent slope exceeds a certain threshold, causing wheel-end speed vibration and resulting in unacceptable vehicle jerking, this threshold is used as... The principle for determining the value of T1.

[0092] Optionally, determine T max After experiencing a rapid downward trend, at intervals (which can be used as...) t 共振 This indicates that the torque limit or speed fluctuation (also known as the target sub-cycle) is based on a fixed resonant frequency, which is related to the characteristics of the transmission system. t 共振 The value can be obtained based on the above resonant frequency. Within this range, it experiences a rapid upward trend, and this rapid upward trend is determined by judging T. max The slope of the change in the first N cycles is continuously greater than a certain positive value. For example, the difference between the maximum wheel-end torque capacity in the current cycle and the maximum wheel-end torque capacity in the previous cycle is greater than a certain positive value, i.e., T. max -T max前1周期 > T2; The difference between the maximum wheel-end torque capacity of the previous cycle and the maximum wheel-end torque capacity of the previous two cycles is greater than a certain positive value, i.e., T max前1周期 -T max前2周期 > T2; The difference between the maximum wheel-end torque capacity of the first two cycles and the maximum wheel-end torque capacity of the first three cycles is greater than a certain positive value, i.e., T max前2周期 -T max前3周期 > T2; The difference between the maximum wheel-end torque capacity of the first three cycles and the maximum wheel-end torque capacity of the first four cycles is greater than a certain positive value, i.e., T max前3周期 -T max前4周期 > T2; The maximum wheel-end torque capacity in the first N-1 cycles minus the maximum wheel-end torque capacity in the first N cycles is greater than a certain positive value, i.e., T max前N-1周期 -T max前N周期 > T2; where, when the required torque at the wheel end is close to or equal to the maximum torque capacity at the wheel end, the maximum torque capacity at the wheel end is T. max The excessively rapid descent slope is the cause of wheel end speed vibration, and once the wheel end speed begins to vibrate, T... max The rapid decline followed by a rapid rise is a passive consequence, thus yielding 0 < T2<| T1|.

[0093] Optionally, the wheel-end torque demand is far from the wheel-end torque maximum capacity, i.e., Tmax-Treq > Tramp exit ( T exits (take 10-15 Nm); activation time of wheel end torque capacity change rate control times out. t 激活超时 (Maximum wheel-end torque capacity T) max When the descent slope is too rapid, causing wheel-end speed vibration, the vibration will eventually decay and stabilize after a period of time. Therefore, it is necessary to conduct real-vehicle tests on the decay time of wheel-end speed vibration caused by the descent slope of torque capacity at various speed ranges and with different wheel sizes under starting acceleration / low-speed driving conditions. t 抖动衰减 At the same time, in order to take into account the recovery of low-temperature dynamic performance, the activation time of the wheel end torque capability change rate control does not exceed t 动力恢复 , t 激活超时 =MIN( t 抖动衰减 , t 动力恢复 ), as t 抖动衰减 Value selection principle.

[0094] Optionally, T max The torque gradually decreases slowly, which can be determined by judging the maximum wheel-end torque capacity T during two consecutive resonance intervals. max There are two relatively gentle downward slope trends, meaning that the slope of change in the previous N cycles is continuously less than zero and greater than a certain negative value. For example, the difference between the current maximum wheel-end torque capacity and the previous cycle's maximum wheel-end torque capacity is less than zero and greater than a certain negative value. T 1a <T max -T max前1周期 <0; the difference between the maximum wheel-end torque capacity of the previous cycle and the maximum wheel-end torque capacity of the previous two cycles is less than zero and greater than a certain negative value, i.e. T 1a <T max前1周期 -T max前2周期 <0; the difference between the maximum wheel-end torque capacity of the first two cycles and the maximum wheel-end torque capacity of the first three cycles is less than zero and greater than a certain negative value, i.e. T 1a <T max前2周期 -T max前3周期 <0; the difference between the maximum wheel-end torque capacity of the first three cycles and the maximum wheel-end torque capacity of the first four cycles is less than zero and greater than a certain negative value, i.e. T 1a <T max前3周期 -T max前4周期 <0; the difference between the maximum wheel-end torque capacity in the first N-1 cycles and the maximum wheel-end torque capacity in the first N cycles is less than zero and greater than a certain negative value, i.e. T 1a <T max前N-1周期-T max前N周期 <0; (wherein) T1 < T 1a <0, when the required torque at the wheel end is close to or equal to T max At that time, and the maximum torque capacity T at the wheel end max When the descent slope is less than a certain threshold, and the subjective evaluation of the vehicle jolt caused by wheel-end speed vibration is acceptable, this threshold is used as... T 1a The principle for determining the value.

[0095] Optionally, when a safe torque is engaged, such as the driving anti-slip torque, the driver can prioritize responding to the engagement request of the driving anti-slip torque and ensure that the wheel-end demand torque strictly follows the driving anti-slip torque. Activation of wheel-end torque capability change rate control is prohibited to avoid a time delay in the wheel-end demand torque following the driving anti-slip torque, which would be detrimental to real-time slip rate control, causing the actual slip rate to fail to reach the target slip rate and resulting in vehicle instability.

[0096] Optionally, after activating the ramp rate control for wheel-end torque capacity, the ramp rate of increase of the wheel-end torque capacity can be reduced. First, the wheel-end torque capacity T is calculated. max Wheel-end torque capability T after rate of change control activation maxRampd The difference is (T) max -T maxRampd ); through (T) max -T maxRampd The torque rise slope Map is determined by looking up a two-dimensional table based on the current wheel end speed value. If the difference (T) max -T maxRampd The smaller the value, the smaller the upward slope; at the same time, if there is obvious resonance within a certain range of wheel end speed values, the upward slope should also be smaller.

[0097] Optionally, reducing the slope of the wheel-end torque capability will affect low-temperature dynamics. Therefore, the slope of the wheel-end torque capability change rate after the control of the wheel-end torque capability slope change rate is the smallest in the first resonance interval Kt1, followed by the slope of the second resonance interval Kt2, and so on, i.e., Kt1 < Kt2 < Kt3 < ... < KtN. The degree to which the slope of the wheel-end torque capability change rate is released after each resonance interval (KtN-KtN-1) depends on the performance balance between reducing the overall vehicle ride height and taking into account the low-temperature dynamics, which can be obtained through subjective evaluation by actual vehicle testing.

[0098] Optionally, based on the speed fluctuation suppression strategy of this application embodiment, the coupling fluctuation between speed and torque is broken. That is, after the speed fluctuation suppression strategy is activated, the torque rise rate of the next few resonance cycles is actively reduced, thereby reducing the corresponding speed fluctuation amplitude and playing a virtuous cycle suppression role. The method of this application embodiment will be further illustrated below.

[0099] Figure 2 This is a schematic diagram illustrating torque and speed fluctuation suppression according to an embodiment of this application. Figure 2 As shown, the wheel-end drive torque (also known as the wheel-end demand torque) T req When the wheel-end torque capacity is close to or equal to the maximum wheel-end torque capacity, the wheel-end torque capacity T max exist t 抖动衰减 In the process, in a Within the t-resonance range, the torque capacity experiences a rapid decrease followed by a rapid increase. The slope of this increase can be represented by K. While the wheel-end driving torque approaches or equals the maximum wheel-end torque capacity, the vehicle's wheel-end rotational speed follows the wheel-end torque capacity within a certain range. t 共振 After a rapid rise, it experienced a rapid decline.

[0100] Figure 3 This is a schematic diagram illustrating torque and speed fluctuation suppression according to an embodiment of this application; as shown. Figure 3 As shown, after enabling wheel-end torque capability change rate control, the wheel-end drive torque (also known as wheel-end demand torque) T req When the wheel-end torque capacity is close to or equal to the maximum wheel-end torque capacity, the wheel-end torque capacity T max exist t 抖动衰减 In the process, in a t 共振 After a rapid decrease, the wheel-end torque capability experiences a rapid increase. The slope of this increase can be represented by K. At this point, the slope of the wheel-end torque capability increase is less than the slope when the wheel-end torque capability change rate control is not activated. While the wheel-end drive torque approaches or equals the maximum wheel-end torque capability, the vehicle's wheel-end speed n follows the wheel-end torque capability within a certain range. t 共振 After a rapid rise, it experienced a rapid decline.

[0101] Figure 4 This is a schematic diagram of a pure electric powertrain architecture according to an embodiment of this application; as shown... Figure 4As shown, the pure electric powertrain architecture includes: a front axle main reduction gear, a front axle motor, a rear axle motor, and a rear axle main reduction gear. The front axle main reducer is used to decelerate and increase the torque of the high-speed, low-torque power output from the front axle motor and transmit the power to the front wheels to achieve front-wheel drive. It contains a gear transmission mechanism to match the motor characteristics with the wheel load requirements, while simultaneously bearing and transmitting longitudinal and lateral torques. The front axle motor responds to the torque commands from the vehicle controller, outputting drive torque to the front axle main reducer as the source of front-wheel drive force. It is a permanent magnet synchronous motor with high power density and fast response characteristics, capable of dynamically adjusting its output capacity according to battery power limitations in low-temperature environments. The rear axle motor responds to the torque commands from the vehicle controller, outputting drive torque to the rear axle main reducer as the source of rear-wheel drive force. It has the same structure as the front axle motor, supports independent control, and can achieve front-to-rear axle torque distribution and four-wheel drive mode coordination, improving the vehicle's traction stability on low-traction surfaces or in low-temperature conditions. The rear axle main reducer decelerates and increases the torque of the power output from the rear axle motor and transmits it to the rear wheels to achieve rear-wheel drive. It is structurally symmetrical with the front axle main reducer, together forming a distributed electric drive system architecture with dual motors and dual reducers, supporting torque vector control and energy recovery collaborative management.

[0102] In this embodiment, the method described above can obtain the wheel-end torque demand during vehicle operation and the vehicle's torque limit; determine the difference between the wheel-end torque demand and the torque limit; in response to the difference being less than a threshold, determine the change in the torque limit within a first target period; in response to the change meeting a preset condition within the first target period, adjust the rate of change of the torque limit during vehicle operation based on the torque limit. In other words, in this embodiment, when the difference between the wheel-end torque demand and the torque limit is less than a threshold, the change in the torque limit within the first target period is identified, and the rate of change of the torque limit during vehicle operation is actively reduced, thereby suppressing vehicle speed fluctuations and improving vehicle stability. This overcomes the problem in related technologies where additional compensation torque is required on top of the vehicle's original wheel-end torque demand, leading to technical failure when no remaining torque is available for compensation, thus affecting vehicle stability. This achieves the goal of suppressing speed fluctuations without relying on compensation torque, thereby improving vehicle stability and solving the problem of low vehicle stability.

[0103] Figure 5 This is a schematic diagram of a vehicle torque limit change rate adjustment device according to an embodiment of this application. Figure 5As shown, the torque limit change rate adjustment device for the vehicle includes: an acquisition unit 502, a first determination unit 504, a second determination unit 506, and an adjustment unit 508. The acquisition unit 502 acquires the wheel-end torque demand during vehicle operation and the vehicle's torque limit, wherein the torque limit characterizes the upper limit of the vehicle's permissible torque output. The first determination unit 504 determines the difference between the wheel-end torque demand and the torque limit. The second determination unit 506, in response to the difference being less than a threshold value, determines the change in the torque limit within a first target period, wherein the first target period characterizes the time period during vehicle operation where the difference is less than the threshold value. The adjustment unit 508, in response to the change meeting preset conditions within the first target period, adjusts the change rate of the torque limit during vehicle operation based on the torque limit, wherein the impact of the adjusted change rate on the vehicle's stability performance indicators is less than the impact of the change rate within the first target period on the stability performance indicators.

[0104] In this embodiment, the acquisition unit 502 acquires the wheel-end torque demand during vehicle operation and the vehicle's torque limit, wherein the torque limit characterizes the upper limit of the torque that the vehicle is allowed to output; the first determination unit determines the difference between the wheel-end torque demand and the torque limit; the second determination unit 506, in response to the difference being less than a difference threshold, determines the change in the torque limit within a first target period, wherein the first target period characterizes the time period during vehicle operation when the difference is less than the difference threshold; the adjustment unit 508, in response to the change meeting a preset condition within the first target period, adjusts the rate of change of the torque limit during vehicle operation based on the torque limit, wherein the impact of the adjusted rate of change on the vehicle's stability performance indicators is less than the impact of the rate of change within the first target period on the stability performance indicators, thereby achieving the technical effect of improving the vehicle's stability performance during operation and solving the technical problem of low vehicle stability performance during operation.

[0105] Figure 6 This is a schematic diagram of an electronic device according to an embodiment of this application. Figure 6 As shown, the electronic device 60 includes a memory 602 and a processor 604, wherein the memory 602 is used to store computer programs; and the processor 604 is used to execute the programs stored in the memory 602 to implement the vehicle simulation scene determination method described in the embodiments of this application.

[0106] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0107] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be 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 displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0108] 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 units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0109] Furthermore, 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. The integrated unit can be implemented in hardware or as a software functional unit.

[0110] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it 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 all or part 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 of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0111] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for adjusting the rate of change of a vehicle's torque limit, characterized in that, include: The wheel-end torque demand during vehicle operation and the torque limit of the vehicle are obtained, wherein the torque limit is used to characterize the upper limit of the torque that the vehicle is allowed to output. Determine the difference between the required wheel-end torque and the torque limit; In response to the difference being less than a difference threshold, the amount of change of the torque limit within a first target period is determined, wherein the first target period is used to characterize the time period during which the difference is less than the difference threshold during vehicle operation; In response to the change amount satisfying a preset condition within the first target period, the rate of change of the torque limit during vehicle operation is adjusted based on the torque limit, wherein the influence of the adjusted rate of change on the stability performance of the vehicle is less than the influence of the rate of change within the first target period on the stability performance.

2. The method according to claim 1, characterized in that, In response to the difference being less than a difference threshold, determining the amount of change of the torque limit within the first target period includes: In response to the difference being less than the difference threshold, the amount of change within a target sub-period of the first target period is determined, wherein the target sub-period includes at least one decreasing period and at least one increasing period of the torque limit, the decreasing period being used to characterize a period in which the torque limit decreases unidirectionally, and the increasing period being used to characterize a period in which the torque limit increases unidirectionally.

3. The method according to claim 2, characterized in that, Determining the amount of change within the target sub-period of the first target period includes: The amount of change of the torque limit during the decreasing period and the amount of change of the torque limit during the increasing period are determined respectively.

4. The method according to claim 1, characterized in that, The first target period includes a target sub-period, which includes at least one decreasing period and at least one increasing period of the torque limit. The decreasing period characterizes a period during which the torque limit decreases unidirectionally, and the increasing period characterizes a period during which the torque limit increases unidirectionally. The method further includes: In response to the change amount being less than a first change amount threshold during the decreasing period and the change amount being greater than a second change amount threshold during the increasing period, it is determined that the change amount meets the preset condition within the first target period.

5. The method according to claim 4, characterized in that, In response to the change amount satisfying a preset condition within the first target period, adjusting the rate of change of the torque limit during vehicle operation based on the torque limit includes: In response to the change amount satisfying the preset condition within the first target period, the rate of change of the torque limit within the second target period is adjusted based on the torque limit, wherein the second target period is the period in the first target period during which the torque limit increases unidirectionally after the decreasing period is less than the first change amount threshold and the increasing period is greater than the second change amount threshold.

6. The method according to claim 5, characterized in that, The method further includes: Obtain the actual torque output during the vehicle's operation; Adjust the actual torque within the second target period, and determine the torque difference between the maximum value of the adjusted actual torque and the torque limit within the second target period, wherein the maximum value of the adjusted actual torque is less than the maximum value of the actual torque before adjustment; Based on the torque difference and the wheel-end speed of the vehicle, a target rate of change of the torque difference is determined by a mapping table, wherein the mapping table is used to represent the mapping relationship between the torque difference, the wheel-end speed, and the target rate of change. Adjusting the rate of change of the torque limit during the second target period includes: The rate of change within the second target period is adjusted to the target rate of change.

7. The method according to any one of claims 1 to 6, characterized in that, During vehicle operation, adjustment of the rate of change is prohibited in response to at least one of the following prohibition conditions: In response to the difference being greater than or equal to the stopping threshold; The duration for adjusting the rate of change is greater than or equal to a duration threshold; In response to the torque limit changing more than a prohibition threshold during the first target period, adjustment of the rate of change is prohibited; In response to the vehicle receiving a prohibition request.

8. A torque limit adjustment device for a vehicle, characterized in that, The device includes: The acquisition unit is used to acquire the wheel-end torque demand during the operation of the vehicle and the torque limit of the vehicle, wherein the torque limit is used to characterize the upper limit of the torque that the vehicle is allowed to output; The first determining unit is used to determine the difference between the wheel end required torque and the torque limit; The second determining unit is configured to determine the amount of change of the torque limit within a first target period in response to the difference being less than a difference threshold, wherein the first target period is used to characterize the time period during which the difference is less than the difference threshold during vehicle operation; An adjustment unit is configured to, in response to the change amount meeting a preset condition within the first target period, adjust the rate of change of the torque limit during vehicle operation based on the torque limit, wherein the influence of the adjusted rate of change on the stability performance index of the vehicle is less than the influence of the rate of change within the first target period on the stability performance index.

9. An electronic device, characterized in that, The method includes a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1 to 7.

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