Vehicle torque control method, electronic device, vehicle, and storage medium

Abstract

The application provides a vehicle torque control method, an electronic device, a vehicle and a storage medium. The vehicle torque control method comprises the following steps: when a vehicle is controlled to creep according to a current driving torque, and in the case that a slope detection result of a location where the vehicle is located is determined, it is detected whether a braking torque of a pedal stroke of the vehicle is continuously increased; if the braking torque is not continuously increased, the vehicle is continuously controlled according to the current driving torque of the creeping; if the braking torque is continuously increased, the vehicle is controlled by increasing the braking torque while reducing the current driving torque of the creeping. In this way, the reverse coexistence of the driving torque and the braking torque can be avoided, the control quality is improved, energy waste is avoided, and slope sliding can be prevented.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more particularly to a vehicle torque control method, electronic device, vehicle, and storage medium. Background Technology

[0002] Currently, new energy vehicles include pure electric vehicles and direct-drive hybrid vehicles. When the driver fully releases the accelerator pedal, the vehicle can creep forward using the drive motor, meaning it can still be driven at low speeds even after the pedal is released. The typical low speed is around 7 kph. The creep driving torque is usually related to vehicle speed; it is highest when the vehicle is stationary, gradually decreasing as speed increases, until the driving torque and vehicle resistance reach equilibrium and the speed stabilizes.

[0003] In related technologies, when a driver needs to decelerate, they must control the brake pedal. At this time, as the vehicle speed decreases, the provided creep torque also increases. However, when the driver detects a rollback, they will make a deeper adjustment; in this case, to achieve an even lower speed, the driver needs to press the brake pedal deeper, resulting in even greater braking torque. Therefore, it is inevitable that drive torque and braking torque will coexist in opposite directions, which not only reduces handling quality but also wastes energy. Summary of the Invention

[0004] This application provides an improved vehicle torque control method, electronic device, vehicle, and storage medium.

[0005] This application provides a vehicle torque control method, including: When the vehicle is in creep control according to the current drive torque, and after determining the slope detection result of the vehicle's location, it is detected whether the braking torque of the vehicle's pedal travel continues to increase. If the braking torque does not continue to increase, the vehicle is controlled according to the current driving torque of the creep. If the braking torque continues to increase, the vehicle is controlled by reducing the current driving torque of the creep while increasing the braking torque.

[0006] Furthermore, the step of reducing the current driving torque of the creeping motion while increasing the braking torque includes: Based on the current driving torque and the braking torque, the current driving torque for creeping is reduced while the braking torque is increased according to the pre-calibrated adjustment amount for each step.

[0007] Furthermore, given the slope detection result of the vehicle's location, detecting whether the braking torque during the vehicle's pedal travel continuously increases includes: If a slope is detected at the location of the vehicle, a maintaining torque is determined based on the current slope of the vehicle to reduce the risk of slipping off the slope. Determine whether the braking torque has reached the maintaining torque; After the braking torque reaches the maintaining torque, it is then detected whether the braking torque during the vehicle pedal travel continues to increase.

[0008] Furthermore, the step of reducing the current driving torque of the creeping motion while increasing the braking torque includes: Based on the current driving torque and the braking torque, the target adjustment amount for each step corresponding to the current slope is determined according to the correspondence between the slope and the pre-calibrated adjustment amount for each step. Adjust the amount of change according to the target of each step, reducing the current driving torque of the creep while increasing the braking torque.

[0009] Furthermore, the step of reducing the current driving torque of the creeping motion while increasing the braking torque includes: While reducing the current driving torque of the creep and increasing the braking torque, it is detected whether the actual braking torque alone reaches the torque condition to avoid the risk of slippage. If so, the vehicle is controlled by the actual braking torque, and the current driving torque is completely disengaged.

[0010] Furthermore, after determining a maintaining torque to reduce the risk of slippage based on the current slope of the vehicle when a slope is detected at the vehicle's location, the method further includes: When it is detected that the motor speed is continuously decreasing in the current gear direction and the motor speed is not reversed, the anti-rollover mode is activated; the anti-rollover mode is used to increase the anti-rollover drive torque, and the anti-rollover drive torque and the braking torque are controlled independently.

[0011] Furthermore, increasing the current drive torque includes: The current driving torque and target driving torque are acquired in real time through sensors; Based on the deviation between the current driving torque and the target driving torque, determine the single control amount of the motor torque; The single control quantity of the motor torque is controlled in a closed loop to obtain the total control quantity of the accumulated motor torque, which is used as the current driving torque; The vehicle is controlled by increasing the anti-rollover driving torque on the current driving torque. This application provides an electronic device including one or more processors for implementing the vehicle torque control method described above.

[0012] This application provides a vehicle including one or more processors for implementing the method as described in any of the preceding claims.

[0013] This application provides a computer-readable storage medium having a program stored thereon that, when executed by a processor, implements the method described in any of the preceding claims.

[0014] This application provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the method described in any of the preceding claims.

[0015] In some embodiments, the vehicle torque control method of this application, when the vehicle is performing creep control according to the current drive torque, controls the vehicle by reducing the current drive torque and increasing the braking torque simultaneously as the braking torque further increases, based on the slope and the degree of change in braking torque. Thus, while the drive torque is disengaged, the braking torque participates in the control. This avoids the coexistence of drive torque and braking torque in opposite directions, thereby improving handling quality and avoiding energy waste. Furthermore, by detecting whether the braking torque continues to increase based on the slope detection results, it can prevent the vehicle from rolling backwards. Attached Figure Description

[0016] Figure 1 The diagram shown is a flowchart of a vehicle torque control method provided in an embodiment of this application; Figure 2 As shown Figure 1 The control block diagram of the vehicle torque control method shown is shown below; Figure 3 As shown Figure 1 The diagram shows a detailed process flow of the vehicle torque control method. Figure 4 The diagram shown is a structural schematic of an electronic device provided in an embodiment of this application. Detailed Implementation

[0017] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with one or more embodiments of this specification. Rather, they are merely examples of apparatuses and methods consistent with some aspects of one or more embodiments of this specification as detailed in the appended claims.

[0018] It should be noted that the steps of the corresponding methods are not necessarily performed in the order shown and described in this specification in other embodiments. In some other embodiments, the methods may include more or fewer steps than described in this specification. Furthermore, a single step described in this specification may be broken down into multiple steps in other embodiments; and multiple steps described in this specification may be combined into a single step in other embodiments.

[0019] In related technologies, when a driver needs to reduce vehicle speed, they need to press the brake pedal deeper, resulting in greater braking force. Although creep torque is typically reduced based on the depth of the brake pedal—a process known as torque derating (TD)—to achieve active torque reduction, a greater braking torque is required to suppress the increased creep torque and further reduce vehicle speed. Therefore, it is inevitable that drive torque and braking torque will coexist in opposite directions, which not only reduces handling quality but also wastes energy.

[0020] To address the aforementioned technical problems of reduced handling quality and energy waste, this application provides a vehicle torque control method. When the vehicle is in creep control according to the current drive torque, by considering the gradient and the degree of change in braking torque, as the braking torque further increases, the method controls the vehicle by reducing the current drive torque while simultaneously increasing the braking torque. In this way, as the drive torque gradually withdraws, the braking torque gradually participates in the control, avoiding the coexistence of drive and braking torques in opposite directions. This improves handling quality and avoids energy waste. Furthermore, by detecting whether the braking torque continues to increase based on the gradient detection results, it can prevent the vehicle from rolling backwards.

[0021] Figure 1 The diagram shown is a flowchart of a vehicle torque control method provided in an embodiment of this application.

[0022] like Figure 1 As shown, the vehicle torque control method may include, but is not limited to, the following steps 110 to 130: Step 110: When the vehicle is performing creep control according to the current drive torque, and after determining the slope detection result of the vehicle's location, detect whether the braking torque of the vehicle's pedal travel continues to increase.

[0023] In practice, the system monitors changes in vehicle gradient and braking torque in real time, and dynamically adjusts the output of drive torque according to preset control logic. When a large gradient or a continuous increase in braking torque is detected, the control unit will prioritize reducing the intervention of drive torque, thereby allowing the braking system to respond to the driver's operating needs more quickly.

[0024] Figure 2As shown Figure 1 The diagram shows the control block diagram of the vehicle torque control method. Figure 3 As shown Figure 1 The diagram shows a detailed flowchart of the vehicle torque control method.

[0025] like Figure 2 and Figure 3 As shown, step 210 determines whether the current operating condition is vehicle creep control. The main conditions for this determination are as follows: 1. The vehicle speed is within the predetermined speed range. For example, if the speed range is less than or equal to 10 km / h, it can be calibrated based on actual vehicle performance. The R (Reverse Gear) gear is a negative value. 2. The vehicle is in D (Drive Gear) or R. 3. The accelerator pedal is fully released. 4. The vehicle parking system is not activated. 5. The braking system is functioning normally. 6. If the vehicle is equipped with an intelligent driving system, the intelligent driving system must be in an inactive state.

[0026] If all six conditions above are met, crawl control can be activated based on the current drive torque. At this point, it can be confirmed that the vehicle is in crawl control mode based on the current drive torque. If any condition is not met, crawl control will disengage. Additionally, if the brake pedal travel exceeds a preset value, crawl control will also disengage. The preset value is a value calibrated based on the vehicle's specific configuration and actual needs, representing the value at which the brake pedal travel can independently prevent the vehicle from rolling backward. Setting this value requires comprehensive consideration of various factors, such as the sensitivity of the braking system, the driver's operating habits, and safety requirements under different road conditions. Typically, the preset value is determined through extensive real-vehicle testing and data analysis to ensure a smooth and reliable disengagement mechanism under various operating conditions. See below for detailed explanations.

[0027] In one embodiment, step 110 may include, but is not limited to, detecting whether the braking torque during the vehicle's pedal travel continuously increases when the vehicle's location is detected to be flat. This allows for direct detection of the increasing braking torque during creep control on a flat road surface, enabling dynamic adjustment of torque output to match the driver's intentions. If the braking torque shows a continuously increasing trend, it indicates that the driver may wish to decelerate or stop the vehicle. In this case, the system will gradually reduce the drive torque according to preset logic, preventing jerking or safety hazards caused by a mismatch between power output and braking demand. Simultaneously, this detection mechanism effectively reduces unnecessary energy consumption, improving the smoothness and comfort of the overall driving experience.

[0028] Step 120: If the braking torque does not continue to increase, then continue to control the vehicle according to the current driving torque of the creep.

[0029] If the braking torque does not continuously increase, for example, if it continuously decreases or remains unchanged, then the vehicle will continue to be controlled according to the current driving torque during creep.

[0030] This article detects whether the brake pedal is depressed to determine whether the braking torque continues to increase or remains constant. If depressed, the drive torque needs to be reduced based on the brake pedal travel.

[0031] Step 130: If the braking torque continues to increase, control the vehicle by reducing the creep driving torque while increasing the braking torque.

[0032] In this article, by adjusting the ratio of driving torque and braking torque, it is possible to better adapt to different slope conditions, making the vehicle start or decelerate more smoothly and naturally on slopes.

[0033] In this embodiment, this control strategy effectively improves driving safety during actual vehicle operation. When the gradient is steep or braking demand increases, the ratio of driving force to braking force is intelligently allocated to avoid wheel slippage or braking delay caused by excessive driving torque. By adjusting the output relationship of the two torques in real time, the vehicle maintains a smooth deceleration process under complex road conditions. Furthermore, this method can proactively intervene in the vehicle's power management even if the driver fails to react in time, thereby reducing the risk caused by misoperation.

[0034] Step 130 above can be implemented using at least one of the following optional embodiments, which reduces the current driving torque of creeping while increasing the braking torque: In a first optional embodiment, in step 130 above, the driving torque and braking torque change synchronously and in opposite directions, in which case the decrease in driving torque is equal to the increase in braking torque. Thus, assuming the vehicle does not slip, it can be ensured that the driving torque gradually decreases while the braking torque gradually increases, avoiding the coexistence of driving and braking torques in opposite directions, thereby preventing a decrease in handling quality and avoiding energy waste.

[0035] In a second optional embodiment, in step 130 above, the driving torque and braking torque change synchronously and in opposite directions, with the decrease in driving torque being less than the increase in braking torque. Thus, in the presence of a slope, the smaller change in driving torque compared to braking torque maintains driving power, preventing the vehicle from rolling backward. This appropriate retention of driving torque improves vehicle stability on slopes and reduces potential risks associated with complete reliance on the braking system. Simultaneously, this approach effectively reduces energy loss and improves the vehicle's energy efficiency when driving on slopes.

[0036] Combination Figure 1As shown, in a third optional embodiment, step 130 above, which involves reducing the current driving torque of the creeping motion while increasing the braking torque, includes: Based on the current driving torque and the braking torque, the current driving torque for creeping is reduced while the braking torque is increased according to the pre-calibrated adjustment amount for each step.

[0037] The pre-calibrated adjustment increments for each step are determined based on the vehicle's actual operating conditions, using different increments for each step. This adjustment method effectively avoids the impact of sudden torque changes on vehicle stability. By precisely controlling the adjustment magnitude of each step, a smooth power transition can be achieved while ensuring safety. The actual operating conditions may include, but are not limited to, parameters such as real-time monitored vehicle speed, gradient, and road surface adhesion, dynamically optimizing the magnitude of the adjustment increments for each step to achieve more precise torque control.

[0038] In the embodiments of this application, by adjusting the amount of change at each step according to the pre-calibrated step, the impact of sudden torque changes on vehicle stability can be effectively avoided, while ensuring a smooth transition between driving force and braking force.

[0039] Combination Figure 1 As shown, step 110 above may include, but is not limited to, the following steps 111 to 113: Step 111: If a slope is detected at the location of the vehicle, determine the maintaining torque to reduce the risk of slipping off the slope based on the current slope of the vehicle.

[0040] One specific way to detect a slope in the vehicle's location is by using an onboard slope sensor to collect the vehicle's current slope data in real time. This sensor can directly measure the vehicle's longitudinal tilt angle and convert it into a slope value. Another specific method is to analyze fused data from multiple sensors, such as wheel speed sensors and acceleration sensors. For example, when the vehicle experiences unexpected speed changes or abnormal acceleration during start-up or driving, combined with parameters such as the powertrain's output torque, a comprehensive judgment can be made as to whether the vehicle is on a sloped road section.

[0041] The aforementioned maintaining torque is determined based on the slope angle, vehicle mass, and road surface friction coefficient, and is the driving torque used to reduce the risk of slippage. This ensures that the vehicle receives appropriate torque output under different slope conditions to effectively counteract the tendency to slippage due to gravity, while avoiding excessive torque application that would place an additional burden on the vehicle's powertrain.

[0042] Step 112: Determine whether the braking torque has reached the maintaining torque.

[0043] Step 113: After the braking torque reaches the sustaining torque, it is then detected whether the braking torque during the vehicle pedal travel continues to increase. If the braking torque does not reach the sustaining torque, the vehicle continues to be controlled using the current driving torque for creep.

[0044] Once the braking torque reaches the sustaining torque, the system further analyzes the trend of pedal travel changes. By monitoring pedal travel in real time, the driver's intentions and the vehicle's current operating status can be determined. If a continuous increase in braking torque is detected, it indicates that the driver may be actively taking measures to address potential rollover risks or other unstable factors. At this point, the control system will dynamically adjust the braking force distribution based on the rate and magnitude of pedal travel changes to ensure the vehicle maintains a stable driving state. Simultaneously, to avoid energy loss or component wear due to excessive braking, fine-tuning is performed using the vehicle's dynamics model, making the entire process more efficient and reliable.

[0045] If the braking torque does not reach the sustaining torque, the required sustaining torque is recalculated based on the current gradient and vehicle status, and the vehicle is controlled using the current drive torque from the creep. In this way, the vehicle can dynamically adapt to different driving scenarios, ensuring stable performance under various road conditions.

[0046] Furthermore, in a fourth optional embodiment, step 130 may further include steps 131 to 132 as follows: Step 131: Based on the current driving torque and the braking torque, determine the target adjustment amount for each step corresponding to the current slope according to the correspondence between the slope and the pre-calibrated adjustment amount for each step.

[0047] The target adjustment change amount for each step corresponding to the slope refers to the change amount for each step calibrated according to the actual operating state of the vehicle on different slopes, so as to obtain the correspondence between the slope and the target adjustment change amount for each step. The larger the slope, the smaller the target adjustment change amount for the reduction of driving torque, and the larger the target adjustment change amount for the increase of braking torque.

[0048] For example, when the current slope is 5°, the target adjustment change for each step may be set to reduce the driving torque by 5 N·m and increase the braking torque by 5 N·m.

[0049] When the current slope increases to 10°, in order to better prevent slippage, the target adjustment amount for each step may be adjusted to reduce the driving torque by 3 N·m and increase the braking torque by 7 N·m.

[0050] Thus, the slope is negatively correlated with the target adjustment amount for reducing driving torque and positively correlated with the target adjustment amount for increasing braking torque. By dynamically adjusting each step based on the slope, the system can match the driving requirements of different inclines, ensuring that the vehicle does not slip while effectively avoiding the impact of sudden torque changes on vehicle stability. This maximizes the synergistic optimization of driving and braking torque. Through this slope-correlated, step-by-step adjustment strategy, the vehicle can smoothly deactivate driving torque and gradually engage braking torque under different incline conditions, further improving the adaptability and safety of torque control.

[0051] Step 132: Adjust the change amount according to the target of each step, reduce the current driving torque of the creep while increasing the braking torque.

[0052] In this embodiment, the gradual adjustment of driving torque and braking torque based on the slope enables a smooth power transition while ensuring safety. Furthermore, under steep slope conditions, the combination of a small reduction in driving torque and a large increase in braking torque not only preserves a certain amount of driving force to counteract the downhill force but also achieves smooth vehicle deceleration through an effective increase in braking torque, avoiding the risk of slippage or energy waste that may result from a single torque adjustment method.

[0053] In a fifth optional embodiment, step 130 above may further include the following two steps: The first step involves detecting whether the actual braking torque alone reaches the torque condition to avoid the risk of slippage, while simultaneously reducing the current driving torque of the creep and increasing the braking torque.

[0054] The torque condition mentioned above for avoiding the risk of slippage refers to the minimum braking torque value required to avoid this risk. This condition is typically calculated based on factors such as the vehicle's current slope, weight distribution, and road surface friction coefficient. In practical applications, the system collects relevant data in real time through sensors and combines this data with preset safety thresholds to ensure the vehicle remains stable on the slope. If the actual braking torque meets this condition, further control strategies can be implemented to improve driving safety and comfort. This process ensures the safety verification of the slippage condition, guaranteeing that the torque adjustment process remains within a controllable range.

[0055] The second step, if yes, involves controlling the vehicle using the actual braking torque and completely disengaging the current drive torque. If no, it involves continuing to reduce the current drive torque for creeping while increasing the braking torque, or continuing to reduce the current drive torque for creeping while increasing the braking torque by decreasing the amount of reduction in the current drive torque.

[0056] In actual operation, to avoid vehicle instability caused by improper torque adjustment, the system monitors various dynamic parameters of the vehicle in real time. For example, when low road adhesion is detected, the system can appropriately reduce the increase in braking torque and the decrease in driving torque to prevent wheel lock-up or slippage.

[0057] In this embodiment, a refined control strategy that detects whether the actual braking torque alone reaches the torque condition to avoid the risk of slippage can not only effectively improve driving safety, but also provide the driver with a smoother driving experience in complex road conditions.

[0058] As an optional embodiment of this application, after determining the maintaining torque for reducing the risk of slippage based on the current slope of the vehicle when a slope is detected at the location of the vehicle, the method may also include, but is not limited to: activating an anti-slippage mode when it is detected that the motor speed is continuously decreasing in the current gear direction and the motor speed is not reversed; the anti-slippage mode is used to increase the anti-slippage driving torque, and the anti-slippage driving torque and the braking torque are controlled independently.

[0059] In this article, the statement that the motor speed continuously decreases in the forward gear direction and that the motor speed does not reverse indicates that the motor speed and the current gear direction have an inconsistent trend, and that the vehicle has not yet rolled back.

[0060] The statement that the motor speed did not reverse indicates that the vehicle did not actually roll downhill. However, if the motor speed continues to decrease in the current gear direction, it indicates a risk of the motor reversing, at which point the risk of the vehicle rolling downhill is very high.

[0061] Furthermore, the aforementioned anti-rollover driving torque and braking torque are controlled independently, indicating the increased driving torque Tq when the anti-rollover mode is activated. Slide It will not change as the brake pedal travel increases.

[0062] In this embodiment, when there is a high risk of slippage, activating the anti-slippage mode can promptly prevent slippage. Simultaneously, because the braking torque and drive torque are decoupled and controlled independently, the drive torque for anti-slippage is not affected by the brake pedal. This avoids the brake pedal torque being repeatedly added or removed, improving vehicle stability and reducing the complexity of algorithmic judgment.

[0063] Furthermore, the aforementioned increase in the current drive torque may include, but is not limited to, steps 1 through 5 below: Step 1: Obtain the current driving torque and target driving torque in real time through sensors.

[0064] The target driving torque mentioned above is a sustaining torque determined based on the current slope where the vehicle is located, used to reduce the risk of slippage.

[0065] Step 2: Based on the deviation between the current driving torque and the target driving torque, determine the single control amount of the motor torque.

[0066] Step 3: Perform closed-loop control on the single control amount of the motor torque to obtain the total control amount of the accumulated motor torque, which is used as the current driving torque.

[0067] The closed-loop control of the single control quantity of the motor torque mentioned above may include, but is not limited to, at least one of SMC (Sliding Mode Control) and PID (Proportional-Integral-Derivative Control).

[0068] Step 4: Increase the anti-rollover driving torque by increasing the current driving torque to control the vehicle.

[0069] Continue as Figure 2 and Figure 3 As shown in step 220, if it is detected that the vehicle is performing creep control according to the current drive torque, then the drive torque and braking torque requests are analyzed based on the current vehicle speed and brake pedal travel. When the brake pedal is fully released, the principle is that the drive torque is maximum when the vehicle is stationary, and gradually decreases as the vehicle speed increases until the vehicle speed stabilizes at the preset speed. For example, the creep target speed can be, but is not limited to, 7 kPH, then 7 kPH can be, but is not limited to, a balance between drive torque and vehicle driving resistance.

[0070] During the activation of creep control, the brakes do not actively intervene mechanically based on the brake pedal travel, but respond to the braking torque request from the drive output.

[0071] Step 230: Detect whether the brake pedal is depressed. If depressed, actively reduce the drive torque based on the pedal travel. Actively reducing drive torque is achieved through adjustments at each step. Specifically, when the drive system detects brake pedal travel > 0, it indicates the brake pedal is depressed. The specific adjustment amount at each step can be determined based on the actual vehicle calibration. Pedal travel refers to the depth to which the accelerator pedal is depressed by the driver and is a core input signal for the vehicle to determine the driver's power demand. Generally, a larger travel indicates a stronger power demand.

[0072] Thus, when the driver presses the brake pedal, the ECU (Electronic Control Unit) actively reduces the target output torque of the drive motor according to a preset ratio based on the pedal travel distance, i.e., the depth of the pedal press. This uses the brake pedal travel as a trigger signal to achieve coordinated control from braking to torque reduction, ensuring driving safety and smoothness.

[0073] Step 240, when the drive torque is drated to the sustaining torque Tq Slope Then, further assessment is made of changes in the current brake pedal travel and vehicle speed, including the maintaining torque Tq. Slope It is the maintaining torque calculated based on the current slope to prevent landslides, also known as the drive feedforward torque for slopes prone to landslides: 1) When the drive torque is derated to the holding torque Tq Slope If the brake pedal travel is reduced or remains unchanged, the drive torque will also increase or remain unchanged accordingly. In this case, mechanical braking intervention is not required.

[0074] 2) When the driving torque is derated to the holding torque Tq Slope If the brake pedal travel increases further, the driving system will analyze the braking torque Tq based on the further increase in brake pedal travel. Brk The system sends a braking request to the braking system and then reduces the driving torque accordingly based on the actual braking torque until the actual braking torque can prevent slippage. This greatly reduces the likelihood of the driving torque and braking torque coexisting in opposite directions.

[0075] The motor speed needs to be monitored in real time during steps 230 and 240 above.

[0076] Step 250: When a discrepancy is detected between the motor speed and the current gear direction, closed-loop control is performed based on the difference dN in the motor speed deviation to increase drive torque and prevent rollback. For example, in a downhill situation with feedforward, in D (Drive) gear, normally the motor increases from 5 revolutions forward to 10 revolutions, and the speed continues to increase, but then decreases and rotates in the opposite direction, indicating a tendency to rollback. Similarly, in R (Reverse) gear, normally the motor increases from 5 revolutions backward to 10 revolutions, and the speed continues to increase, but then decreases and rotates in the opposite direction, also indicating a tendency to rollback.

[0077] This indicates that the vehicle has a tendency to roll backwards. During the transition from not rolling backwards to rolling backwards, the anti-rollback mode is activated. After the anti-rollback mode is activated, the increased drive torque Tq... SlideIt will not change with the increase of brake pedal travel (since the effect of slope has been considered in step four, this part can be regarded as a backup, and even if compensation is made, it is only a small torque compensation). However, when Tq Brk ≥Tq Slope +Tq Slide Afterwards, this portion of the torque can also be withdrawn, where Tq Brk Tq represents the braking torque of the brake pedal. Slope Tq represents the drive feedforward torque for the possible slope gradient. Slide Tq represents the drive feedback torque for a possible slip slope. Slope =kθ. Where k is the slope coefficient, θ is the slope angle, and T represents the feedforward torque calculated in advance based on the slope gradient.

[0078] Of course, the anti-rollback mode can also be activated throughout the entire process. It determines whether there is a tendency to roll back by judging the current gear lever position and motor speed. When there is a tendency to roll back, the motor speed is controlled in a closed loop.

[0079] Step 260: During the process of detecting the brake pedal being released, the braking torque is first reduced. Once the braking torque equals the holding torque, the reduced braking torque needs to be compensated by the drive torque. Specifically, the drive first generates a request to reduce the braking torque based on the brake pedal travel. When the braking torque in the braking torque request is reduced to Tq... Brk =Tq Slope Further reducing the brake pedal travel increases the drive torque until the brake pedal is fully released. During this process, step 5 continues, activating the anti-rollover mode if a discrepancy is detected between the motor speed and the current gear direction.

[0080] In the embodiments of this application, by cooperating or integrating the drive system and the chassis system, the coordinated control of drive torque and braking torque can be achieved. This not only enables the current crawl drive function, but also effectively avoids the vibration caused by the coexistence of reverse drive torque and braking torque, and also avoids the waste of energy.

[0081] This application provides a vehicle including one or more processors for implementing the vehicle torque control method described above. The vehicle may include, but is not limited to, the aforementioned electronic equipment.

[0082] For example, the vehicle may include, but is not limited to, one or more of heavy-duty trucks, light commercial vehicles, and passenger cars. Thus, this method can be applied to various battery swapping application scenarios such as heavy-duty trucks, light commercial vehicles, and passenger cars, thereby improving the versatility of this method.

[0083] Of course, this electronic device may include, but is not limited to, an in-vehicle terminal connected to the vehicle. The in-vehicle terminal connected to the vehicle may be, but is not limited to, a body processor, controller, center console, or automotive HUD (Head-Up Display).

[0084] Figure 4 The diagram shown is a structural schematic of the electronic device 50 provided in an embodiment of this application.

[0085] like Figure 4 As shown, the electronic device 50 includes one or more processors 51 for implementing the vehicle torque control method as described above.

[0086] In some embodiments, electronic device 50 may include storage medium 59. For example, computer-readable storage medium may store a program that can be invoked by processor 51, and may include non-volatile storage medium. In some embodiments, electronic device 50 may include memory 58 and interface 57. In some embodiments, electronic device 50 may also include other hardware depending on the specific application.

[0087] The computer-readable storage medium of this application embodiment stores a program that, when executed by processor 51, is used to implement the vehicle torque control method described above.

[0088] This application provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the method described in any of the preceding claims.

[0089] This application also provides a computer program stored in a computer-readable storage medium, for example... Figure 4 The storage medium 59, and when the processor executes the computer program, causes the processor 51 to perform the method described above.

[0090] This application may take the form of a computer program product implemented on one or more computer-readable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing program code. Computer-readable storage media include permanent and non-permanent, removable and non-removable media, and information storage can be implemented using any method or technology. Information may be computer-readable instructions, data structures, program modules, or other data. Examples of computer-readable storage media include, but are not limited to: phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0091] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.

[0092] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Without further limitation, an element qualified by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A vehicle torque control method, characterized in that, include: When the vehicle is in creep control according to the current drive torque, and after determining the slope detection result of the vehicle's location, it is detected whether the braking torque of the vehicle's pedal travel continues to increase. If the braking torque does not continue to increase, the vehicle is controlled according to the current driving torque of the creep. If the braking torque continues to increase, the vehicle is controlled by reducing the current driving torque of the creep while increasing the braking torque.

2. The vehicle torque control method as described in claim 1, characterized in that, The method of reducing the current driving torque of the creeping while increasing the braking torque includes: Based on the current driving torque and the braking torque, the current driving torque for creeping is reduced while the braking torque is increased according to the pre-calibrated adjustment amount for each step.

3. The vehicle torque control method as described in claim 1, characterized in that, The step of detecting whether the braking torque of the vehicle's pedal travel continuously increases, given the slope detection result of the determined vehicle location, includes: If a slope is detected at the location of the vehicle, a maintaining torque is determined based on the current slope of the vehicle to reduce the risk of slipping off the slope. Determine whether the braking torque has reached the maintaining torque; After the braking torque reaches the maintaining torque, it is then detected whether the braking torque during the vehicle pedal travel continues to increase.

4. The vehicle torque control method as described in claim 3, characterized in that, The method of reducing the current driving torque of the creeping while increasing the braking torque includes: Based on the current driving torque and the braking torque, the target adjustment amount for each step corresponding to the current slope is determined according to the correspondence between the slope and the pre-calibrated adjustment amount for each step. Adjust the amount of change according to the target of each step, reducing the current driving torque of the creep while increasing the braking torque.

5. The vehicle torque control method according to any one of claims 1 to 4, characterized in that, The method of reducing the current driving torque of the creeping while increasing the braking torque includes: While reducing the current driving torque of the creep and increasing the braking torque, it is detected whether the actual braking torque alone reaches the torque condition to avoid the risk of slippage. If so, the vehicle is controlled by the actual braking torque, and the current driving torque is completely disengaged.

6. The vehicle torque control method as described in claim 3 or 4, characterized in that, After determining a maintaining torque to reduce the risk of slippage based on the current slope of the vehicle's location when a slope is detected, the method further includes: When it is detected that the motor speed is continuously decreasing in the current gear direction and the motor speed is not reversed, the anti-rollover mode is activated; the anti-rollover mode is used to increase the anti-rollover drive torque, and the anti-rollover drive torque and the braking torque are controlled independently.

7. The vehicle torque control method as described in claim 6, characterized in that, The increase in the current drive torque includes: The current driving torque and target driving torque are acquired in real time through sensors; Based on the deviation between the current driving torque and the target driving torque, determine the single control amount of the motor torque; The single control quantity of the motor torque is controlled in a closed loop to obtain the total control quantity of the accumulated motor torque, which is used as the current driving torque; The vehicle is controlled by increasing the anti-rollover driving torque on the current driving torque.

8. An electronic device, characterized in that, It includes one or more processors for implementing the vehicle torque control method as described in any one of claims 1 to 7.

9. A vehicle, characterized in that, It includes one or more processors for implementing the vehicle torque control method as described in any one of claims 1 to 7.

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

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