Torque smoothing control method, system, device, and computer-readable storage medium

Abstract

The application discloses a torque smooth control method, system, device and computer readable storage medium, relates to the new energy automobile control technical field, and specifically includes the following steps: acquiring a real-time vehicle speed, a real-time pedal change rate, a real-time adhesion coefficient, a starting torque, an expected torque, a current moment and a switching starting moment; determining a transition duration based on the real-time vehicle speed, the real-time pedal change rate and the real-time adhesion coefficient; determining a target torque according to the transition duration, the starting torque, the expected torque, the current moment and the switching starting moment, and performing smooth control on the torque based on the target torque. The application can take into account the vehicle smoothness, responsiveness and safety.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle control technology, specifically to a torque smoothing control method, system, device, and computer-readable storage medium. Background Technology

[0002] With the rapid development and market penetration of new energy vehicle technology, the power and economy of vehicles have been significantly improved, and consumers' demands for driving experience are also increasing. Among these demands, vehicle smoothness has become one of the key indicators for measuring overall vehicle quality. However, due to the characteristics of electric motors, such as their fast torque response, new energy vehicles experience more pronounced shock issues during the switching between driving and braking modes, resulting in a significantly higher rate of motion sickness among users compared to traditional gasoline vehicles.

[0003] In related technologies, torque transition control strategies are typically used to mitigate the impact of mode switching during the switching process of driving and braking modes in new energy vehicles. Common approaches include using linear interpolation for torque transition or control based on a fixed transition time constant.

[0004] However, existing solutions suffer from discontinuous transition curve derivatives and the inability to dynamically adjust transition duration according to multi-dimensional operating conditions, making it difficult to balance vehicle ride comfort, responsiveness, and safety. Therefore, how to provide a torque smoothing control method that balances vehicle ride comfort, responsiveness, and safety is an urgent problem to be solved.

[0005] Application content This application provides a torque smoothing control method, system, device, and computer-readable storage medium that can balance vehicle ride comfort, responsiveness, and safety.

[0006] In a first aspect, embodiments of this application provide a torque smoothing control method, the torque smoothing control method comprising: Get real-time vehicle speed, real-time pedal change rate, real-time adhesion coefficient, starting torque, desired torque, current time, and switching start time; The transition duration is determined based on real-time vehicle speed, real-time pedal change rate, and real-time adhesion coefficient. The target torque is determined based on the transition duration, initial torque, desired torque, current time, and switching start time, and smooth torque control is performed based on the target torque.

[0007] In conjunction with the first aspect, in one implementation, determining the transition duration based on real-time vehicle speed, real-time pedal change rate, and real-time adhesion coefficient includes: The basic transition time value of the target vehicle speed is determined based on the real-time vehicle speed; The target driver's intention correction value is determined based on the real-time pedal change rate; The target road surface adhesion coefficient correction value is determined based on the real-time adhesion coefficient. The transition time is determined based on the target vehicle speed base transition time value, the target driver intention correction value, and the target road surface adhesion coefficient correction value.

[0008] In conjunction with the first aspect, in one implementation, determining the target driver's intention correction value based on the real-time pedal change rate includes: If the detected real-time pedal change rate is less than the first preset change rate threshold, then the first preset driver intention correction value is used as the target driver intention correction value. If the detected real-time pedal change rate is not less than the first preset change rate threshold and less than the second preset change rate threshold, then the second preset driver intention correction value is used as the target driver intention correction value. If the detected real-time pedal change rate is not less than the second preset change rate threshold, then the third preset driver intention correction value is used as the target driver intention correction value. The first preset change rate threshold is less than the second preset change rate threshold. The first preset driver intention correction value, the second preset driver intention correction value, and the third preset driver intention correction value are sorted from largest to smallest as follows: first preset driver intention correction value, second preset driver intention correction value, and third preset driver intention correction value.

[0009] In conjunction with the first aspect, in one embodiment, determining the target road surface adhesion coefficient correction value based on the real-time adhesion coefficient includes: If the detected real-time adhesion coefficient is not less than the first preset adhesion coefficient threshold, then the first preset road surface adhesion coefficient correction value is used as the target road surface adhesion coefficient correction value. If the detected real-time adhesion coefficient is not less than the second preset adhesion coefficient threshold and is less than the first preset adhesion coefficient threshold, then the second preset road surface adhesion coefficient correction value is used as the target road surface adhesion coefficient correction value. If the detected real-time adhesion coefficient is less than the second preset adhesion coefficient threshold, the third preset road surface adhesion coefficient correction value is used as the target road surface adhesion coefficient correction value. The first preset adhesion coefficient threshold is greater than the second preset adhesion coefficient threshold. The first preset road surface adhesion coefficient correction value, the second preset road surface adhesion coefficient correction value, and the third preset road surface adhesion coefficient correction value are sorted in ascending order as follows: first preset road surface adhesion coefficient correction value, second preset road surface adhesion coefficient correction value, and third preset road surface adhesion coefficient correction value.

[0010] In conjunction with the first aspect, in one implementation, determining the transition duration based on the target vehicle speed base transition duration value, the target driver intention correction value, and the target road surface adhesion coefficient correction value includes: The transition time is obtained by substituting the target vehicle speed base transition time value, the target driver intention correction value, and the target road surface adhesion coefficient correction value into the following calculation formula:

[0011] In the formula, The base transition time value for the target vehicle speed; Adjustment value for the target driver's intention; The correction value for the target road surface adhesion coefficient; This is the transition duration.

[0012] In conjunction with the first aspect, in one implementation, determining the target torque based on the transition duration, initial torque, desired torque, current time, and switching start time includes: The center time of the curve is determined based on the transition duration and the switching start time; The curve growth rate coefficient is determined based on the transition duration. The target torque is determined based on the initial torque, desired torque, current time, curve center time, and curve growth rate coefficient.

[0013] In conjunction with the first aspect, in one implementation, the target torque is determined based on the initial torque, desired torque, current time, curve center time, and curve growth rate coefficient, and the calculation formula is:

[0014] In the formula, This is the initial torque; The desired torque; The current moment; The time at the center of the curve; The growth rate coefficient of the curve; The target torque.

[0015] Secondly, embodiments of this application provide a torque smoothing control system, the torque smoothing control system comprising: The first processing module is used to acquire real-time vehicle speed, real-time pedal change rate, real-time adhesion coefficient, starting torque, desired torque, current time, and switching start time; The second processing module is used to determine the transition duration based on real-time vehicle speed, real-time pedal change rate, and real-time adhesion coefficient. The third processing module is used to determine the target torque based on the transition duration, starting torque, desired torque, current time and switching start time, and to perform torque smoothing control based on the target torque.

[0016] Thirdly, embodiments of this application provide a torque smoothing control device, the torque smoothing control device including a processor, a memory, and a torque smoothing control program stored in the memory and executable by the processor, wherein when the torque smoothing control program is executed by the processor, it implements the steps of the torque smoothing control method as described in any of the foregoing claims.

[0017] Fourthly, embodiments of this application provide a computer-readable storage medium storing a torque smoothing control program, wherein when the torque smoothing control program is executed by a processor, it implements the steps of the torque smoothing control method as described in any of the preceding claims.

[0018] The beneficial effects of the technical solutions provided in this application include: This application acquires real-time vehicle speed, real-time pedal change rate, real-time adhesion coefficient, initial torque, desired torque, current time, and switching start time. Based on these data, a transition duration is determined, allowing for dynamic adjustment based on vehicle speed, driving intent, and road surface adhesion. The target torque is calculated using the transition duration, initial torque, desired torque, current time, and switching start time, ensuring a continuous torque change rate. This allows the target torque across multiple control cycles to form a smoothly changing torque sequence over time. Based on this, torque control using the target torque enables smooth torque transitions, significantly improving vehicle ride comfort. This application uses the dynamic transition duration as a time reference and the target torque calculation as the execution path, combining these two elements to achieve joint optimization of control rhythm and trajectory. This not only ensures that the transition duration is reasonably adapted to the current operating conditions but also ensures smooth connection of each torque command during the transition process, thereby achieving comprehensive optimization of vehicle ride comfort, responsiveness, and safety under different operating conditions. Attached Figure Description

[0019] Figure 1 This is a flowchart illustrating an embodiment of the torque smoothing control method of this application; Figure 2 For this application Figure 1 A detailed flowchart of step S30; Figure 3 This is a functional block diagram of an embodiment of the torque smoothing control system of this application; Figure 4 This is a schematic diagram of the hardware structure of the torque smoothing control device involved in the embodiments of this application. Detailed Implementation

[0020] 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 are within the scope of protection of the present application.

[0021] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0022] In a first aspect, embodiments of this application provide a torque smoothing control method.

[0023] In one embodiment, reference is made to Figure 1 , Figure 1 This is a schematic flowchart illustrating an embodiment of the torque smoothing control method of this application. Figure 1 As shown, the torque smoothing control method includes: Step S10: Obtain real-time vehicle speed, real-time pedal change rate, real-time adhesion coefficient, starting torque, desired torque, current time, and switching start time.

[0024] In an exemplary embodiment of this application, real-time vehicle speed reflects the vehicle's driving state and is used to determine the basic transition duration; real-time pedal change rate characterizes the driver's operating intention and is used to generate an intention correction coefficient to adjust the transition duration; real-time adhesion coefficient characterizes the road surface friction conditions and is used to generate a road surface adhesion correction coefficient to ensure transition safety, which can be estimated through a vehicle dynamics model or obtained by sensors; the initial torque is the actual torque value at the moment of switching between driving and braking modes, serving as the initial boundary for smooth transition; the desired torque is the required torque value after switching between driving and braking modes, serving as the target boundary for smooth transition; the current moment and the switching start moment are used to calculate the progress ratio of the current moment relative to the transition process, and then combined with the smooth transition curve (preferably an S-shaped curve) to determine the target torque. The above parameters each perform specific functions and work together to form a complete input system for torque smoothing control.

[0025] Step S20: Determine the transition duration based on real-time vehicle speed, real-time pedal change rate, and real-time adhesion coefficient.

[0026] In an exemplary embodiment of this application, real-time vehicle speed is used as a basic operating condition parameter to determine the basic transition duration and establish a mapping relationship between the transition rhythm and the vehicle driving state; real-time pedal change rate is used as a driver intention representation parameter to generate a driver intention correction coefficient, and real-time adhesion coefficient is used as a road surface environment representation parameter to generate a road surface adhesion correction coefficient; by performing a multiplicative coupling operation on the basic transition duration, the driver intention correction coefficient, and the road surface adhesion correction coefficient, the final transition duration is calculated comprehensively, so that the transition duration can simultaneously respond to the responsiveness requirements of vehicle speed, the comfort requirements of driving intention speed, and the safety requirements of road surface adhesion conditions, thereby realizing the joint dynamic adjustment of the transition duration by multi-dimensional operating condition parameters.

[0027] Step S30: Determine the target torque based on the transition duration, starting torque, desired torque, current time, and switching start time, and perform smooth torque control based on the target torque.

[0028] In an exemplary embodiment of this application, the transition duration serves as the time scale benchmark for the transition process. The initial torque and the desired torque serve as the amplitude start and end boundaries of the smooth transition, respectively. The current moment and the switching start moment are used to calculate the time progress ratio of the current moment relative to the transition process. The time progress ratio is mapped to the torque change coefficient using a preset smooth transition curve. Nonlinear interpolation is performed based on the difference between the initial torque and the desired torque and the torque change coefficient to determine the target torque at the current moment. The calculated target torque is then sent to the motor controller and the hydraulic braking system via the CAN / CANFD bus for smooth torque control, thereby achieving smooth torque change within the transition duration and ensuring that the torque change rate is continuous without abrupt changes at the transition start and end points.

[0029] This application acquires real-time vehicle speed, real-time pedal change rate, real-time adhesion coefficient, initial torque, desired torque, current time, and switching start time. Based on these data, it determines the transition duration, allowing it to dynamically adjust according to vehicle speed, driving intent, and road surface adhesion. By calculating the target torque using the transition duration, initial torque, desired torque, current time, and switching start time, it ensures a continuous torque change rate, enabling the target torque over multiple control cycles to form a smoothly changing torque sequence. Based on this, torque control using the target torque achieves a smooth torque transition, significantly improving vehicle ride comfort. This application uses the dynamic transition duration as a time reference and the target torque calculation as the execution path, combining these two elements to achieve joint optimization of control rhythm and control trajectory. This not only ensures that the transition process duration is reasonably adapted to the current operating conditions but also ensures that each torque command during the transition process is smoothly connected, thereby achieving comprehensive optimization of vehicle ride comfort, responsiveness, and safety under different operating conditions.

[0030] Furthermore, in one embodiment, determining the transition duration based on real-time vehicle speed, real-time pedal change rate, and real-time adhesion coefficient includes: The basic transition time value of the target vehicle speed is determined based on the real-time vehicle speed; The target driver's intention correction value is determined based on the real-time pedal change rate; The target road surface adhesion coefficient correction value is determined based on the real-time adhesion coefficient. The transition time is determined based on the target vehicle speed base transition time value, the target driver intention correction value, and the target road surface adhesion coefficient correction value.

[0031] In an exemplary embodiment of this application, a target speed base transition duration value is determined based on real-time vehicle speed to construct a base benchmark for the transition duration as the vehicle speed changes; a target driver intent correction value is determined based on real-time pedal change rate to quantify the dynamic demand of driving operation speed on the transition rhythm; a target road surface adhesion coefficient correction value is determined based on real-time adhesion coefficient to assess the safety constraints of road surface friction conditions on the transition process; the transition duration is determined based on the target speed base transition duration value, the target driver intent correction value, and the target road surface adhesion coefficient correction value; and the base benchmark is fused with multiple maintenance positive coefficients through multiplicative coupling operation, so that the transition duration can simultaneously respond to the responsiveness requirements of driving intent and the safety requirements of road surface conditions while adapting to the base vehicle speed, thereby realizing the joint dynamic adjustment of the transition duration by multi-dimensional operating condition parameters.

[0032] Specifically, if the detected real-time vehicle speed is less than the first preset speed threshold, indicating that the vehicle is in a low-speed driving condition and the focus is on smoothness control, then the first preset duration value is used as the base transition duration value for the target speed; if the detected real-time vehicle speed is not less than the first preset speed threshold and is less than the second preset speed threshold, indicating that the vehicle is in a medium-low speed driving condition, then the second preset duration value is used as the base transition duration value for the target speed; if the detected real-time vehicle speed is not less than the second preset speed threshold and is less than the third preset speed threshold, indicating that the vehicle is in a medium-speed driving condition, then the third preset duration value is used as the base transition duration value for the target speed; if the detected real-time speed is less than the first preset speed threshold and is less than the second preset speed threshold, indicating that the vehicle is in a medium-speed driving condition, then the third preset duration value is used as the base transition duration value for the target speed; if the detected real-time speed is less than the second preset speed threshold and is less than the third ... then the real-time speed is less than the second preset speed threshold and is less than the third preset speed threshold, indicating that the vehicle is in a medium-speed driving condition, then the real-time speed is less than the second preset speed threshold and is less than the third preset speed threshold. If the vehicle speed is not less than the third preset speed threshold and less than the fourth preset speed threshold, it indicates that the vehicle is in a medium-to-high speed driving condition. In this case, the fourth preset duration value is used as the base transition duration value for the target speed. If the detected real-time vehicle speed is not less than the fourth preset speed threshold, it indicates that the vehicle is in a high-speed driving condition, with an emphasis on responsive control. In this case, the fifth preset duration value is used as the base transition duration value for the target speed. By using a multi-interval segmented mapping mechanism, the continuous vehicle speed signal is discretized into base duration benchmarks of different levels, so that the base transition duration can be adjusted in a stepwise manner with changes in vehicle speed, thereby achieving differentiated adaptation of the transition rhythm of the vehicle at different driving speeds.

[0033] The specific values ​​of the first, second, third, and fourth preset speed thresholds can be determined according to actual needs, as long as they are ordered from smallest to largest as follows: first preset speed threshold, second preset speed threshold, third preset speed threshold, and fourth preset speed threshold. No specific limitations are imposed here. For example, the first preset speed threshold could be preferably 5 km / h, the second preset speed threshold could be preferably 15 km / h, the third preset speed threshold could be preferably 30 km / h, and the fourth preset speed threshold could be preferably 60 km / h. The first preset duration value, the second preset duration value, and the third preset duration value... The specific values ​​of the fourth and fifth preset duration values ​​can be determined according to actual needs, as long as they are ordered from largest to smallest as follows: first preset duration value, second preset duration value, third preset duration value, fourth preset duration value, and fifth preset duration value. No specific limitation is imposed here. For example, the first preset duration value can preferably be 0.5s, the second preset duration value can preferably be 0.4s, the third preset duration value can preferably be 0.3s, the fourth preset duration value can preferably be 0.2s, and the fifth preset duration value can preferably be 0.15s, as shown in Table 1. It should be noted that the above preset vehicle speed threshold and preset duration values ​​are merely examples; more or fewer preset vehicle speed thresholds and preset duration values ​​can be set according to actual needs, which is not limited here.

[0034] Table 1. Basic transition time values ​​for different vehicle speed ranges and their corresponding target vehicle speeds.

[0035] Referring to Table 1, if the real-time vehicle speed v ≥ 60 km / h, the corresponding target speed base transition time τ_base is 0.15 s. The design is based on high-speed operating conditions, prioritizing responsiveness. It should be noted that the specific values ​​of each parameter in Table 1 are only for the purpose of this example and can be adjusted according to actual needs. No limitation is made here.

[0036] Further, in one embodiment, determining the target driver's intention correction value based on the real-time pedal change rate includes: If the detected real-time pedal change rate is less than the first preset change rate threshold, then the first preset driver intention correction value is used as the target driver intention correction value. If the detected real-time pedal change rate is not less than the first preset change rate threshold and less than the second preset change rate threshold, then the second preset driver intention correction value is used as the target driver intention correction value. If the detected real-time pedal change rate is not less than the second preset change rate threshold, then the third preset driver intention correction value is used as the target driver intention correction value. The first preset change rate threshold is less than the second preset change rate threshold. The first preset driver intention correction value, the second preset driver intention correction value, and the third preset driver intention correction value are sorted from largest to smallest as follows: first preset driver intention correction value, second preset driver intention correction value, and third preset driver intention correction value.

[0037] As an example, in this embodiment, the specific values ​​of the first preset rate of change threshold and the second preset rate of change threshold can be determined according to actual needs, as long as the first preset rate of change threshold is less than the second preset rate of change threshold. This is not limited here. The first preset rate of change threshold is preferably 30% / s, and the second preset rate of change threshold is preferably 80% / s. The specific values ​​of the first preset driver intention correction value, the second preset driver intention correction value, and the third preset driver intention correction value can be determined according to actual needs, as long as they are ordered from largest to smallest as follows: first preset driver intention correction value, second preset driver intention correction value, and third preset driver intention correction value. This is not limited here. The first preset driver intention correction value is preferably 1.0, the second preset driver intention correction value is preferably 0.8, and the third preset driver intention correction value is preferably 0.6, as shown in Table 2. It should be noted that the above settings of the preset rate of change threshold and the preset driver intention correction value are only for the purpose of this embodiment. More or fewer levels of preset rate of change threshold and preset driver intention correction value can be set according to actual needs, which is not limited here.

[0038] Table 2. Intent type, rate of change threshold and corresponding target driver intent correction value

[0039] Referring to Table 2, the above values ​​were obtained through extensive real-vehicle calibration. Under rapid change conditions, different values ​​of α (0.5, 0.6, 0.7, 0.8) were tested. The response time and ride comfort were comprehensively evaluated, and α=0.6 was ultimately determined to be the optimal balance point. Under rapid change conditions, α=0.6 shortens the response time by 40%, while keeping the impact increase within an acceptable range. Under gradual change conditions, α=1.0 ensures optimal ride comfort. It should be noted that the specific values ​​of each parameter in Table 2 are only for example and can be adjusted according to actual needs; however, this is not limited here.

[0040] Specifically, if the detected real-time pedal change rate is less than the first preset change rate threshold, indicating that the driver's operation intention is gentle, then the first preset driver intention correction value is used as the target driver intention correction value; if the detected real-time pedal change rate is not less than the first preset change rate threshold and is less than the second preset change rate threshold, indicating that the driver's operation intention is moderate, then the second preset driver intention correction value is used as the target driver intention correction value; if the detected real-time pedal change rate is not less than the second preset change rate threshold, indicating that the driver's operation intention is rapid, then the third preset driver intention correction value is used as the target driver intention correction value.

[0041] Further, in one embodiment, determining the target road surface adhesion coefficient correction value based on the real-time adhesion coefficient includes: If the detected real-time adhesion coefficient is not less than the first preset adhesion coefficient threshold, then the first preset road surface adhesion coefficient correction value is used as the target road surface adhesion coefficient correction value. If the detected real-time adhesion coefficient is not less than the second preset adhesion coefficient threshold and is less than the first preset adhesion coefficient threshold, then the second preset road surface adhesion coefficient correction value is used as the target road surface adhesion coefficient correction value. If the detected real-time adhesion coefficient is less than the second preset adhesion coefficient threshold, the third preset road surface adhesion coefficient correction value is used as the target road surface adhesion coefficient correction value. The first preset adhesion coefficient threshold is greater than the second preset adhesion coefficient threshold. The first preset road surface adhesion coefficient correction value, the second preset road surface adhesion coefficient correction value, and the third preset road surface adhesion coefficient correction value are sorted in ascending order as follows: first preset road surface adhesion coefficient correction value, second preset road surface adhesion coefficient correction value, and third preset road surface adhesion coefficient correction value.

[0042] As an example, in this embodiment, the specific values ​​of the first preset adhesion coefficient threshold and the second preset adhesion coefficient threshold can be determined according to actual needs, as long as the first preset adhesion coefficient threshold is greater than the second preset adhesion coefficient threshold, which is not limited here; for example, the first preset adhesion coefficient threshold can preferably be 0.7, and the second preset adhesion coefficient threshold can preferably be 0.4; the specific values ​​of the first preset road surface adhesion coefficient correction value, the second preset road surface adhesion coefficient correction value, and the third preset road surface adhesion coefficient correction value can be determined according to actual needs, as long as they are ordered from smallest to largest as follows: first preset road surface adhesion coefficient correction value, second preset road surface adhesion coefficient correction value, and third preset road surface adhesion coefficient correction value, which is not limited here; for example, the first preset road surface adhesion coefficient correction value can preferably be 1.0, the second preset road surface adhesion coefficient correction value can preferably be 1.2, and the third preset road surface adhesion coefficient correction value can preferably be 1.5, as shown in Table 3. It should be noted that the above settings of preset adhesion coefficient thresholds and preset road surface adhesion coefficient correction values ​​are only for the presentation of embodiments, and can also be divided into more or fewer levels of preset adhesion coefficient thresholds and preset road surface adhesion coefficient correction values ​​according to actual needs, which is not limited here.

[0043] Table 3. Road surface type, adhesion coefficient threshold and corresponding road adhesion coefficient correction value

[0044] Referring to Table 3, the above values ​​were verified through vehicle dynamics simulation. Under low-adhesion road surface conditions (μ=0.3), different values ​​of β (1.3, 1.4, 1.5, 1.6) were tested. The impact intensity and wheel slip ratio were comprehensively evaluated, and β=1.5 was ultimately determined as the optimal balance point. Under low-adhesion road surface conditions, β=1.5 reduced the impact intensity by more than 50%, effectively preventing wheel lock-up. It should be noted that the specific values ​​of each parameter in Table 3 are only for the purpose of this embodiment and can be adapted to actual needs; however, no limitations are imposed here.

[0045] Further, in one embodiment, determining the transition duration based on the target vehicle speed base transition duration value, the target driver intention correction value, and the target road surface adhesion coefficient correction value includes: The transition time is obtained by substituting the target vehicle speed base transition time value, the target driver intention correction value, and the target road surface adhesion coefficient correction value into the following calculation formula:

[0046] In the formula, The base transition time value for the target vehicle speed; Adjustment value for the target driver's intention; The correction value for the target road surface adhesion coefficient; This is the transition duration.

[0047] As an example, in the embodiments of this application, the target vehicle speed base transition time value is... Target driver intent correction value Correction value for the target road surface adhesion coefficient Substituting into the following formula, we obtain the transition duration. :

[0048] Furthermore, in one embodiment, reference is made to Figure 2 As shown, determining the target torque based on the transition duration, initial torque, desired torque, current time, and switching start time includes: Step S301: Determine the center time of the curve based on the transition duration and the switching start time; Step S302: Determine the curve growth rate coefficient based on the transition duration; Step S303: Determine the target torque based on the initial torque, desired torque, current time, curve center time, and curve growth rate coefficient.

[0049] In an exemplary embodiment of this application, the curve center time represents the time symmetry center of the smooth transition curve, calculated by adding half of the transition duration to the switching start time. This provides a time reference point for the curve, ensuring that the transition process is evenly distributed between the start and end, and avoiding transition rhythm deviation. Specifically, the curve center time is obtained by substituting the transition duration and the switching start time into the following calculation formula:

[0050] In the formula, Transition duration; To switch the start time; The time at the center of the curve.

[0051] It should be noted that the curve growth rate coefficient characterizes the steepness of the smooth transition curve and is negatively correlated with the transition time. It is used to adjust the rate of torque change and determines the amplitude of curve change per unit time. Specifically, the curve growth rate coefficient... The calculation formula is:

[0052] Furthermore, in one embodiment, the target torque is determined based on the initial torque, desired torque, current time, curve center time, and curve growth rate coefficient, and the calculation formula is as follows:

[0053] In the formula, This is the initial torque; The desired torque; The current moment; The time at the center of the curve; The growth rate coefficient of the curve; The target torque.

[0054] As an example, in the embodiments of this application, the starting torque is... Expected torque Current moment The moment of the curve center and curve growth rate coefficient Substituting into the following calculation formula, we obtain the target torque. :

[0055] It should be noted that, through the above-mentioned technical solution, this application can effectively improve the smoothness, responsiveness, and safety during vehicle mode switching, and has the following beneficial effects compared with the prior art: (1) Three-dimensional joint multiplicative dynamic adjustment: This application proposes a rule for the joint multiplicative adjustment of transition time with vehicle speed, driver intention change rate and road adhesion coefficient, realizing adaptive matching under all working conditions; unlike the single-dimensional parameter acquisition or fixed parameter scheme in the prior art, the multiplicative coupling mechanism of this application can accurately express the comprehensive influence of the three factors on the transition time, and solves the technical problem that multidimensional working condition parameters cannot be jointly adjusted.

[0056] (2) Optimization of correction coefficients: Through real vehicle calibration and vehicle dynamics simulation, the optimal numerical combination of driver intention correction coefficient and road surface adhesion correction coefficient was determined (e.g., 1.0 for gradual change, 0.8 for medium speed, and 0.6 for sudden change; 1.0 for high adhesion, 1.2 for medium adhesion, and 1.5 for low adhesion). This combination achieves a balance between ride comfort and responsiveness, avoiding poor control performance caused by arbitrary selection of correction coefficients.

[0057] (3) The transition time is dynamically adjusted with the vehicle speed: The transition time of this application is negatively correlated with the vehicle speed, realizing a smooth transition under low-speed conditions and a rapid response under high-speed conditions, overcoming the defects of existing fixed durations that cause low-speed jerking or high-speed response lag.

[0058] (4) Continuity of derivative of smooth transition curve: The torque transition is carried out by using a nonlinear smooth transition curve (such as an S-curve) to ensure that the torque change rate is continuous at the start and end of the transition, which fundamentally eliminates the acceleration change of linear transition, significantly reduces the impact (for example, experimental data shows that it is 76.5% lower than that of linear transition), and improves the ride comfort.

[0059] Secondly, embodiments of this application also provide a torque smoothing control system.

[0060] In one embodiment, reference is made to Figure 3 , Figure 3 This is a functional block diagram of an embodiment of the torque smoothing control system of this application. Figure 3 As shown, the torque smoothing control system includes: The first processing module is used to acquire real-time vehicle speed, real-time pedal change rate, real-time adhesion coefficient, starting torque, desired torque, current time, and switching start time; The second processing module is used to determine the transition duration based on real-time vehicle speed, real-time pedal change rate, and real-time adhesion coefficient. The third processing module is used to determine the target torque based on the transition duration, starting torque, desired torque, current time and switching start time, and to perform torque smoothing control based on the target torque.

[0061] Furthermore, in one embodiment, the second processing module is specifically used for: The basic transition time value of the target vehicle speed is determined based on the real-time vehicle speed; The target driver's intention correction value is determined based on the real-time pedal change rate; The target road surface adhesion coefficient correction value is determined based on the real-time adhesion coefficient. The transition time is determined based on the target vehicle speed base transition time value, the target driver intention correction value, and the target road surface adhesion coefficient correction value.

[0062] Furthermore, in one embodiment, the second processing module is specifically used for: If the detected real-time pedal change rate is less than the first preset change rate threshold, then the first preset driver intention correction value is used as the target driver intention correction value. If the detected real-time pedal change rate is not less than the first preset change rate threshold and less than the second preset change rate threshold, then the second preset driver intention correction value is used as the target driver intention correction value. If the detected real-time pedal change rate is not less than the second preset change rate threshold, then the third preset driver intention correction value is used as the target driver intention correction value. The first preset change rate threshold is less than the second preset change rate threshold. The first preset driver intention correction value, the second preset driver intention correction value, and the third preset driver intention correction value are sorted from largest to smallest as follows: first preset driver intention correction value, second preset driver intention correction value, and third preset driver intention correction value.

[0063] Furthermore, in one embodiment, the second processing module is specifically used for: If the detected real-time adhesion coefficient is not less than the first preset adhesion coefficient threshold, then the first preset road surface adhesion coefficient correction value is used as the target road surface adhesion coefficient correction value. If the detected real-time adhesion coefficient is not less than the second preset adhesion coefficient threshold and is less than the first preset adhesion coefficient threshold, then the second preset road surface adhesion coefficient correction value is used as the target road surface adhesion coefficient correction value. If the detected real-time adhesion coefficient is less than the second preset adhesion coefficient threshold, the third preset road surface adhesion coefficient correction value is used as the target road surface adhesion coefficient correction value. The first preset adhesion coefficient threshold is greater than the second preset adhesion coefficient threshold. The first preset road surface adhesion coefficient correction value, the second preset road surface adhesion coefficient correction value, and the third preset road surface adhesion coefficient correction value are sorted in ascending order as follows: first preset road surface adhesion coefficient correction value, second preset road surface adhesion coefficient correction value, and third preset road surface adhesion coefficient correction value.

[0064] Furthermore, in one embodiment, the second processing module is specifically used for: The transition time is obtained by substituting the target vehicle speed base transition time value, the target driver intention correction value, and the target road surface adhesion coefficient correction value into the following calculation formula:

[0065] In the formula, The base transition time value for the target vehicle speed; Adjustment value for the target driver's intention; The correction value for the target road surface adhesion coefficient; This is the transition duration.

[0066] Furthermore, in one embodiment, the third processing module is specifically used for: The center time of the curve is determined based on the transition duration and the switching start time; The curve growth rate coefficient is determined based on the transition duration. The target torque is determined based on the initial torque, desired torque, current time, curve center time, and curve growth rate coefficient.

[0067] Furthermore, in one embodiment, the third processing module is specifically used for:

[0068] In the formula, This is the initial torque; The desired torque; The current moment; The time at the center of the curve; The growth rate coefficient of the curve; The target torque.

[0069] This application acquires real-time vehicle speed, real-time pedal change rate, real-time adhesion coefficient, initial torque, desired torque, current time, and switching start time. Based on these data, it determines the transition duration, allowing it to dynamically adjust according to vehicle speed, driving intent, and road surface adhesion. By calculating the target torque using the transition duration, initial torque, desired torque, current time, and switching start time, it ensures a continuous torque change rate, enabling the target torque over multiple control cycles to form a smoothly changing torque sequence. Based on this, torque control using the target torque achieves a smooth torque transition, significantly improving vehicle ride comfort. This application uses the dynamic transition duration as a time reference and the target torque calculation as the execution path, combining these two elements to achieve joint optimization of control rhythm and control trajectory. This not only ensures that the transition process duration is reasonably adapted to the current operating conditions but also ensures that each torque command during the transition process is smoothly connected, thereby achieving comprehensive optimization of vehicle ride comfort, responsiveness, and safety under different operating conditions.

[0070] The functions of each module in the torque smoothing control system correspond to the steps in the torque smoothing control method embodiment, and their functions and implementation processes will not be described in detail here.

[0071] Thirdly, embodiments of this application provide a torque smoothing control device, which can be a personal computer (PC), laptop computer, server, or other device with data processing capabilities.

[0072] Reference Figure 4 , Figure 4 This is a schematic diagram of the hardware structure of the torque smoothing control device involved in the embodiments of this application. In the embodiments of this application, the torque smoothing control device may include a processor, a memory, a communication interface, and a communication bus.

[0073] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0074] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the torque smoothing control device, as well as interfaces used for interconnecting the torque smoothing control device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0075] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0076] The processor can be a general-purpose processor, which can call the torque smoothing control program stored in memory and execute the torque smoothing control method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the torque smoothing control program is called can be referred to in the various embodiments of the torque smoothing control method of this application, and will not be repeated here.

[0077] Those skilled in the art will understand that Figure 4 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0078] Fourthly, embodiments of this application also provide a readable storage medium.

[0079] The present application has a torque smoothing control program stored on a readable storage medium, wherein when the torque smoothing control program is executed by a processor, it implements the steps of the torque smoothing control method as described above.

[0080] The method implemented when the torque smoothing control program is executed can be referred to in various embodiments of the torque smoothing control method of this application, and will not be repeated here.

[0081] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0082] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0083] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0084] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0085] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0086] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0087] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A torque smoothing control method, characterized in that, The torque smoothing control method includes: Get real-time vehicle speed, real-time pedal change rate, real-time adhesion coefficient, starting torque, desired torque, current time, and switching start time; The transition duration is determined based on real-time vehicle speed, real-time pedal change rate, and real-time adhesion coefficient. The target torque is determined based on the transition duration, initial torque, desired torque, current time, and switching start time, and smooth torque control is performed based on the target torque.

2. The torque smoothing control method as described in claim 1, characterized in that, The determination of the transition duration based on real-time vehicle speed, real-time pedal change rate, and real-time adhesion coefficient includes: The basic transition time value of the target vehicle speed is determined based on the real-time vehicle speed; The target driver's intention correction value is determined based on the real-time pedal change rate; The target road surface adhesion coefficient correction value is determined based on the real-time adhesion coefficient. The transition time is determined based on the target vehicle speed base transition time value, the target driver intention correction value, and the target road surface adhesion coefficient correction value.

3. The torque smoothing control method as described in claim 2, characterized in that, The step of determining the target driver's intention correction value based on the real-time pedal change rate includes: If the detected real-time pedal change rate is less than the first preset change rate threshold, then the first preset driver intention correction value is used as the target driver intention correction value. If the detected real-time pedal change rate is not less than the first preset change rate threshold and less than the second preset change rate threshold, then the second preset driver intention correction value is used as the target driver intention correction value. If the detected real-time pedal change rate is not less than the second preset change rate threshold, then the third preset driver intention correction value is used as the target driver intention correction value. The first preset change rate threshold is less than the second preset change rate threshold. The first preset driver intention correction value, the second preset driver intention correction value, and the third preset driver intention correction value are sorted from largest to smallest as follows: first preset driver intention correction value, second preset driver intention correction value, and third preset driver intention correction value.

4. The torque smoothing control method as described in claim 2, characterized in that, The determination of the target road surface adhesion coefficient correction value based on the real-time adhesion coefficient includes: If the detected real-time adhesion coefficient is not less than the first preset adhesion coefficient threshold, then the first preset road surface adhesion coefficient correction value is used as the target road surface adhesion coefficient correction value. If the detected real-time adhesion coefficient is not less than the second preset adhesion coefficient threshold and is less than the first preset adhesion coefficient threshold, then the second preset road surface adhesion coefficient correction value is used as the target road surface adhesion coefficient correction value. If the detected real-time adhesion coefficient is less than the second preset adhesion coefficient threshold, the third preset road surface adhesion coefficient correction value is used as the target road surface adhesion coefficient correction value. The first preset adhesion coefficient threshold is greater than the second preset adhesion coefficient threshold. The first preset road surface adhesion coefficient correction value, the second preset road surface adhesion coefficient correction value, and the third preset road surface adhesion coefficient correction value are sorted in ascending order as follows: first preset road surface adhesion coefficient correction value, second preset road surface adhesion coefficient correction value, and third preset road surface adhesion coefficient correction value.

5. The torque smoothing control method as described in claim 2, characterized in that, The process of determining the transition time based on the target vehicle speed base transition time value, the target driver intention correction value, and the target road surface adhesion coefficient correction value includes: The transition time is obtained by substituting the target vehicle speed base transition time value, the target driver intention correction value, and the target road surface adhesion coefficient correction value into the following calculation formula: In the formula, The base transition time value for the target vehicle speed; Adjustment value for the target driver's intention; The correction value for the target road surface adhesion coefficient; This is the transition duration.

6. The torque smoothing control method as described in claim 1, characterized in that, The determination of the target torque based on the transition duration, initial torque, desired torque, current time, and switching start time includes: The center time of the curve is determined based on the transition duration and the switching start time; The curve growth rate coefficient is determined based on the transition duration. The target torque is determined based on the initial torque, desired torque, current time, curve center time, and curve growth rate coefficient.

7. The torque smoothing control method as described in claim 6, characterized in that, The target torque is determined based on the initial torque, desired torque, current time, curve center time, and curve growth rate coefficient. The calculation formula is as follows: In the formula, This is the initial torque; The desired torque; The current moment; The time at the center of the curve; The growth rate coefficient of the curve; The target torque.

8. A torque smoothing control system, characterized in that, The torque smoothing control system includes: The first processing module is used to acquire real-time vehicle speed, real-time pedal change rate, real-time adhesion coefficient, starting torque, desired torque, current time, and switching start time; The second processing module is used to determine the transition duration based on real-time vehicle speed, real-time pedal change rate, and real-time adhesion coefficient. The third processing module is used to determine the target torque based on the transition duration, starting torque, desired torque, current time and switching start time, and to perform torque smoothing control based on the target torque.

9. A torque smoothing control device, characterized in that, The torque smoothing control device includes a processor, a memory, and a torque smoothing control program stored in the memory and executable by the processor, wherein when the torque smoothing control program is executed by the processor, it implements the steps of the torque smoothing control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a torque smoothing control program, wherein when the torque smoothing control program is executed by a processor, it implements the steps of the torque smoothing control method as described in any one of claims 1 to 7.

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