Method for controlling torque of vehicle, vehicle and medium

Abstract

The application provides a vehicle torque control method, a vehicle and a medium, and belongs to the technical field of hybrid vehicles. The method comprises the following steps: in the case that the vehicle is in a target driving mode, in response to a speed reduction request of an engine of the vehicle, obtaining a wheel end request torque of the engine and a speed reduction torque of a target motor of the vehicle, the target driving mode being a mode in which the target motor charges a power battery of the vehicle, the target motor being used for charging the power battery and responding to the speed reduction request of the engine; determining an initial motor request torque of the target motor based on the wheel end request torque and a target output torque limit value of the target motor, the target output torque limit value being used for limiting a current maximum allowable charging power of the power battery; and determining a target output torque of the target motor based on the initial motor request torque and the speed reduction torque, the target output torque being used for charging the power battery. The method can limit the output torque of the motor to prevent the output torque of the motor from exceeding the limit value.

Description

Technical Field

[0001] This application relates to the field of hybrid vehicle technology, and more specifically, to a method for controlling vehicle torque, a vehicle, and a medium in the field of hybrid vehicle technology. Background Technology

[0002] With the development of new energy vehicles, hybrid electric vehicles (HEVs) have gradually become the mainstream in the market due to their advantages of multi-mode driving, including pure electric and hybrid modes. However, the multi-power source architecture also significantly increases the control complexity of the vehicle's powertrain. In HEVs, the electric motor not only provides driving force but also undertakes the crucial tasks of kinetic energy recovery and regulating engine speed.

[0003] In series or hybrid drive modes, the electric motor and engine work together. The motor converts recovered kinetic energy into electrical energy to charge the battery. However, in related technologies, the battery's permissible charging power is strictly limited when the vehicle is in extreme conditions such as low temperatures or high battery state of charge. In such situations, if the vehicle needs to shift gears and adjust speed, and the motor still needs to output negative torque to regulate engine speed, the actual charging power of the battery can easily exceed the maximum charging power limit, leading to a safety hazard of battery overcharging. Therefore, there is an urgent need to develop a more efficient and safer vehicle torque control method to solve the aforementioned torque conflict problem. Summary of the Invention

[0004] This application provides a method for controlling vehicle torque, a vehicle, and a medium. The method can limit the output torque of the motor when the motor simultaneously needs to recover kinetic energy and assist the engine in slowing down, so as to prevent the output torque of the motor from exceeding the limit.

[0005] Firstly, a method for controlling a wheel is provided, the method comprising: When the vehicle is in the target driving mode, in response to the deceleration request of the vehicle's engine, the wheel-end requested torque of the engine and the deceleration torque of the target motor of the vehicle are obtained. The target driving mode is the mode in which the target motor charges the vehicle's power battery. The target motor is used to charge the power battery and respond to the deceleration request for the engine. The initial motor request torque of the target motor is determined based on the wheel-end requested torque and the target output torque limit of the target motor. The target output torque limit is used to limit the current maximum allowable charging power of the power battery. The target output torque of the target motor is determined based on the initial motor request torque and the deceleration torque, and the target output torque is used to charge the power battery.

[0006] Using the method described above, this approach determines the initial motor request torque of the target motor by matching the engine wheel-end requested torque with the target output torque limit corresponding to the current maximum allowable charging power of the power battery. Furthermore, it determines the target output torque based on the initial motor request torque and the deceleration torque. In other words, this solution balances the dual requirements of vehicle kinetic energy recovery and smooth engine deceleration. By limiting the initial motor request torque, it provides sufficient power margin for the deceleration torque, ensuring that the superimposed target output torque does not exceed the safe charging boundary of the power battery, effectively avoiding the risk of battery overcharging.

[0007] In conjunction with the first aspect, in some possible implementations, obtaining the wheel-end requested torque of the engine and the deceleration torque of the target motor of the vehicle includes: Obtain the target speed and current engine speed of the engine; The deceleration torque of the target motor is determined based on the speed difference between the target speed and the current engine speed, as well as a preset proportional-integral coefficient.

[0008] The above method utilizes the speed difference combined with a preset proportional-integral coefficient to determine the deceleration torque of the target motor, thereby realizing closed-loop control and dynamic adjustment of the motor deceleration process and effectively improving the accuracy of the deceleration response.

[0009] In conjunction with the first aspect, in some possible implementations, the target output torque limit includes a peak torque limit and a steady-state torque limit, and determining the initial motor request torque of the target motor based on the wheel-end requested torque and the target output torque limit of the target motor includes: Determine the torque limit difference between the peak torque limit and the steady-state torque limit; If the torque limit difference is greater than the first preset torque, the torque with the smaller absolute value between the wheel end requested torque and the steady-state torque limit is determined as the initial motor requested torque. When the torque limit difference is less than or equal to the first preset torque, the peak reserved torque limit is determined based on the peak torque limit and the second preset torque. The second preset torque is greater than the first preset torque. The peak reserved torque limit is used to adjust the size of the peak torque limit. The torque with the smallest absolute value among the wheel-end requested torque, the peak reserved torque limit, and the steady-state torque limit is determined as the initial motor requested torque.

[0010] The method described above achieves adaptive adjustment of the motor torque limit by dynamically evaluating the difference between the peak torque limit and the steady-state torque limit. When the difference is large, the steady-state torque limit is used to restrict the initial motor torque request, preserving a certain overload capacity margin to ensure the operational stability of the target motor under normal operating conditions. When the difference is small, the peak torque is dynamically compensated and adjusted using a second preset torque to obtain the peak reserved torque limit. This not only avoids safety risks such as overcurrent and overheating of the target motor and core components of the power battery, but also avoids the problem of power exceeding the limit due to sudden changes in torque request.

[0011] In conjunction with the first aspect, in some possible implementations, the response to the vehicle's engine deceleration request further includes: Obtain the vehicle's driving information; Determine whether the preset deceleration trigger condition is met based on the driving information; The rate reduction request is generated when the rate reduction trigger condition is met.

[0012] This method, by acquiring multi-dimensional driving information, can comprehensively and accurately perceive the vehicle's current operating status and the driver's intentions. Based on this, it determines whether the vehicle's current operating status and the driver's intentions meet the deceleration trigger conditions, thereby accurately determining whether to trigger a deceleration request, so as to subsequently control the target motor based on the deceleration request.

[0013] In conjunction with the first aspect, in some possible implementations, determining whether a preset deceleration trigger condition is met based on the driving information includes: If the driving information indicates that the target engine speed of the vehicle is less than the current engine speed, then the deceleration trigger condition is determined to be met. If the driving information includes a gear shift request, then the deceleration trigger condition is determined to be met.

[0014] In conjunction with the first aspect, in some possible implementations, the driving information includes the vehicle's current speed and accelerator pedal opening, and before determining that the deceleration trigger condition is met when the driving information indicates that the target engine speed of the vehicle is less than the current engine speed, it further includes: Obtain the vehicle's current speed and accelerator pedal opening; The target engine speed is determined based on the current vehicle speed and the accelerator pedal opening. Based on the target speed and the current engine speed, determine whether the target speed of the engine is less than the current engine speed.

[0015] The above method dynamically determines the target speed by vehicle speed and accelerator pedal opening, and accurately judges whether the target speed is lower than the current speed to trigger speed reduction. This effectively achieves adaptive and refined speed reduction control, reduces transmission system shock and wear, and enhances the overall vehicle handling stability and driving comfort.

[0016] In conjunction with the first aspect, in some possible implementations, after determining the target output torque of the target motor based on the initial motor requested torque and the deceleration torque, the method further includes: Obtain the preset torque change rate threshold; Based on the torque change rate threshold, the target output torque is subjected to slope limiting processing to obtain a smooth output torque; Control the target motor to output the smooth output torque.

[0017] The method described above limits the slope of the target output torque by using a torque change rate threshold, effectively avoiding mechanical shocks and vehicle vibrations caused by sudden torque changes. This processing achieves a smooth transition of torque commands, significantly improving the vehicle's driving smoothness while ensuring the safety of the transmission system.

[0018] In conjunction with the first aspect, in some possible implementations, after controlling the target motor to output the smooth output torque, the method further includes: The state of charge and battery temperature of the power battery were collected. The charging torque correction coefficient is obtained by querying a preset correction coefficient mapping table based on the state of charge and the battery temperature. The target charging torque is obtained by correcting the smooth output torque based on the charging torque correction coefficient. Control the target motor to output according to the target charging torque.

[0019] This method, by real-time acquisition of the state of charge and temperature of the power battery and dynamic acquisition of the charging torque correction coefficient using a preset mapping table, achieves adaptive adjustment of the charging torque of the target motor. This effectively avoids the risks of overcurrent and overheating caused by battery over-discharge, overcharge, or extreme temperatures, ensuring the safe operation of the battery system. Simultaneously, dynamic compensation for smooth output torque based on the correction coefficient prevents the charging torque request from exceeding the battery's tolerance limits while fully meeting the charging needs of the power battery, significantly improving the energy recovery efficiency and charging safety of the entire vehicle.

[0020] Secondly, a vehicle torque control device is provided, the device comprising: The acquisition module is used to acquire the wheel-end requested torque of the engine and the deceleration torque of the target motor of the vehicle in response to the deceleration request of the engine when the vehicle is in a target driving mode. The target driving mode is the mode in which the target motor charges the power battery of the vehicle. The target motor is used to charge the power battery and respond to the deceleration request for the engine. The request torque determination module is used to determine the initial motor request torque of the target motor based on the wheel end request torque and the target output torque limit of the target motor. The target output torque limit is used to limit the current maximum allowable charging power of the power battery. The output torque determination module is used to determine the target output torque of the target motor based on the initial motor request torque and the deceleration torque, and the target output torque is used to charge the power battery.

[0021] Thirdly, a vehicle is provided, including a memory and a processor. The memory stores executable program code, and the processor calls and runs the executable program code from the memory, causing the vehicle to perform the method described above for controlling vehicle torque.

[0022] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to execute the method described above for controlling vehicle torque.

[0023] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the method described above for controlling vehicle torque. Attached Figure Description

[0024] Figure 1 This is a schematic diagram illustrating the implementation environment of a vehicle torque control method provided in an embodiment of this application; Figure 2 This is a schematic flowchart of a vehicle torque control method provided in an embodiment of this application; Figure 3 This is a schematic flowchart of another vehicle torque control method provided in the embodiments of this application; Figure 4 This is a schematic diagram of the allowable charging power boundary of a power battery provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle torque control device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0025] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0026] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0027] Before introducing the methods of the embodiments of this application, the technical terms that may be involved in the embodiments of this application will be explained first.

[0028] Regenerative braking is a braking energy recovery system found in electric vehicles, hybrid vehicles, and range-extended vehicles. It refers to the process of converting the rotational kinetic energy of the wheels into electrical energy during vehicle deceleration, coasting, or braking, storing this energy back in the battery, while simultaneously utilizing the resistance generated by the reverse rotation of the motor to provide some braking force. In traditional gasoline vehicles, when a vehicle is coasting at high speed or downhill, the driver will almost always apply the brakes to slow it down, resulting in a significant waste of kinetic energy, which is converted into heat and released into the atmosphere. Electric vehicles, however, regenerate this kinetic energy into electrical energy and store it in the battery. This electrical energy can then be converted back into mechanical energy to increase the driving range.

[0029] Series driving mode is a hybrid mode primarily driven by electric power. Its core characteristic is that the engine and electric motor are not mechanically connected; the engine only acts as a generator, charging the battery or directly supplying power to the electric motor, which then drives the wheels. In series driving mode, the vehicle is mainly driven by the electric motor, and the engine does not directly participate in driving. The engine's sole role is to charge the battery or directly supply power to the electric motor, allowing the vehicle to continue driving even after the battery is depleted.

[0030] The parallel-parallel driving mode divides the engine's output torque into two paths: a mechanical path to drive the vehicle and an electrical path to drive the electric motor, converting mechanical energy into electrical energy, which is then directly used by the drive motor or stored in the battery. During actual driving, the system intelligently adjusts the energy ratio of these two paths based on operating conditions. For example, when the battery charge is low, the engine, while maintaining vehicle operation, actively increases the output of the electrical path to charge the battery via the generator. In high-efficiency ranges such as high-speed cruising, the system utilizes the mechanical path more extensively, allowing the engine to directly drive the wheels to reduce energy conversion losses.

[0031] Direct drive mode connects the engine's output shaft directly to the driven components, such as wheels or mechanical equipment, eliminating intermediate steps like clutches, transmissions, or generator-to-motor conversions. Power generated by the engine through the crankshaft is directly transmitted to the output shaft, driving the external devices or vehicle. Output power can be controlled by adjusting the engine's fuel supply to adapt to load demands.

[0032] The electric motor in a hybrid vehicle is a high-voltage electromechanical device that combines driving and power generation functions. This embodiment uses a P2 motor as an example, which is a common motor architecture in hybrid vehicles. This motor is deployed between the engine and the transmission, and its power is decoupled from the engine via a clutch, thus enabling multiple operating modes such as independent drive, engine start, pure electric driving, and energy recovery. It should be noted that the technical concept of this solution is not limited to the P2 motor architecture, but is also applicable to other hybrid motor architectures such as P1+P3. That is, any motor in a hybrid vehicle that simultaneously performs charging and driving functions is applicable to this embodiment.

[0033] In P2 hybrid vehicle technologies, the P2 motor charges the battery by outputting negative torque. However, if the negative torque of the P2 motor is too large, it can cause the battery charging power to exceed its maximum allowable charging power, easily leading to overcharging. Under complex driving conditions, the vehicle's engine speed changes in real time due to driver intentions. Relying solely on the engine's own friction for deceleration would not only result in a very slow engine speed decrease but also lead to excessively long deceleration times and noticeable jerking, and cause the engine to remain in its inefficient range for too long, wasting fuel. Therefore, the P2 motor typically outputs negative torque to assist the engine in rapid deceleration. However, a potential technical problem exists in this engine deceleration process: during P2 motor charging, if its negative torque has reached the maximum recovery torque limit, and the current engine speed requires a reduction, and the vehicle controller requests the P2 motor to continue applying additional negative torque to assist in deceleration, the total negative torque of the P2 motor will exceed the maximum recovery torque limit. This torque over-limit phenomenon directly leads to excessive battery charging power, thus posing a risk of battery overcharging.

[0034] To address at least one of the aforementioned technical problems, embodiments of this application provide a method for controlling vehicle torque. This method can limit the output torque of the motor when the motor simultaneously needs to recover kinetic energy and assist the engine in slowing down, thereby preventing the motor output torque from exceeding the limit.

[0035] In the following description of the embodiments of this application, it is used as... Figure 1 Taking an example, the implementation environment of the embodiments of this application will be introduced.

[0036] For example, such as Figure 1 As shown, the implementation environment includes a vehicle controller 110 and a target motor 120.

[0037] The vehicle controller 110 is a controller installed on the vehicle. The vehicle controller 110 can acquire and process relevant vehicle information. For example, the vehicle controller 110 can analyze vehicle driving information to determine whether to start the target motor 120. The target motor 120 is communicatively connected to the vehicle controller 110. The target motor 120 is installed between the engine and the transmission, and can be disconnected from the engine via a clutch. The P2 motor can independently drive the vehicle, start the engine to generate electricity, drive on pure electric power, and recover energy.

[0038] After introducing the implementation environment of the embodiments of this application, the technical solutions provided by the embodiments of this application are described below. (See also...) Figure 2 Taking the vehicle controller as the executing entity as an example, the method includes the following steps.

[0039] Step 201: When the vehicle is in the target driving mode, in response to the deceleration request of the vehicle's engine, the wheel-end requested torque of the engine and the deceleration torque of the target motor of the vehicle are obtained. The target driving mode is a mode in which the target motor charges the vehicle's power battery. The target motor is used to charge the power battery and respond to the deceleration request for the engine.

[0040] The target driving mode refers to the mode in which the target motor charges the vehicle's power battery. For example, target driving modes include series driving mode and parallel-parallel driving mode. In series driving mode, the engine acts solely as a generator, charging the battery or directly supplying power to the electric motor, which then drives the wheels. Parallel-parallel driving mode divides the engine's output torque into two paths: a mechanical path for driving the vehicle and an electrical path for driving the electric motor, converting mechanical energy into electrical energy for direct use by the motor or storage in the power battery. In both series and parallel-parallel driving modes, the vehicle activates regenerative braking. This function converts the rotational kinetic energy of the wheels into electrical energy during deceleration, coasting, or braking, storing it back in the power battery. Simultaneously, it utilizes the resistance generated by the motor's reverse rotation to provide partial braking force. In practical applications, the target motor can recover excess power to recharge the power battery. Engine deceleration requests are used to reduce the engine speed. For example, the vehicle controller actively requests a reduction in engine speed based on driving intentions or needs (such as preventing wheel slippage or preparing for downshifting). This deceleration request is not only for slowing down, but may also be to enter a more efficient operating range or prepare for a gear shift. The engine's wheel-end requested torque is the total torque that the vehicle actually needs to apply to the drive wheels, and it is also the regeneration request torque of the target motor. The wheel-end requested torque is usually calculated from the driver's needs (accelerator / brake pedal depth) and the vehicle's status (vehicle speed, gear, etc.). In some embodiments, the engine's wheel-end requested torque can be the initial requested torque of the target motor. The target motor is a P2 motor that can independently drive the vehicle and also start the engine to generate electricity, drive in pure electric mode, and regenerate energy. The deceleration torque of the target motor refers to a negative torque actively generated by the target motor in response to the engine's deceleration request. For example, when the vehicle is in series driving mode or hybrid driving mode, if the engine's current speed is greater than the engine's target speed, the engine's operating point needs to be adjusted based on the target motor to reduce its speed.

[0041] It should be understood that in target driving mode, the target motor recovers kinetic energy through negative torque. When responding to a deceleration request for the engine, the vehicle needs to reduce the engine speed based on this request. If the engine is decelerated directly at a high speed, the engine speed will drop drastically and uncontrollably, resulting in severe torque fluctuations and shocks. This sudden power interruption will not only cause a noticeable jolt for the occupants but also place impact loads on mechanical components such as the crankshaft bearings and drive shaft, which will accelerate wear over time. Therefore, by first smoothly reducing the engine speed with the target motor and then having the target motor take over the driving force, a seamless power transition can be achieved. In other words, if the target motor is needed to assist in engine deceleration, then the deceleration torque of the target motor needs to be determined.

[0042] Step 202: Determine the initial motor request torque of the target motor based on the wheel end request torque and the target output torque limit of the target motor. The target output torque limit is used to limit the current maximum allowable charging power of the power battery.

[0043] The target output torque limit includes both peak torque and steady-state torque limits. The target output torque limit is determined by the maximum permissible charging power of the power battery; that is, the target output torque limit is the boundary of the power battery's charging capacity. The peak torque limit refers to the maximum braking / generating torque that the target motor can withstand as a generator for a short period of time; this is a momentary burst limit. The steady-state torque limit refers to the maximum braking / generating torque that the target motor can continuously withstand without overheating during long-term, continuous recovery processes; this is an endurance-type limit. The steady-state torque limit is much smaller than the peak torque limit. The target output torque limit is the maximum braking torque that the motor can deliver. The initial motor requested torque is the ideal output torque of the target motor calculated based on driving needs and the battery's current maximum charging power. The current maximum permissible charging power refers to the maximum charging power that the battery pack can safely receive under the current battery conditions. For example, when the power battery is at low temperature or in a high state of charge, its recycling capacity is weak, meaning that the current maximum charging power of the power battery is low. Therefore, the current maximum output torque of the target motor is limited according to the target output torque limit to ensure that the actual output torque of the target motor does not exceed the safe receiving capacity of the power battery.

[0044] It should be understood that during kinetic energy recovery, the electrical power output of the target motor may be very high (e.g., when a vehicle decelerates rapidly from a high speed). If this electrical power exceeds the charging power that the battery can currently withstand, it will cause the battery voltage to spike, triggering overcharge protection, forcibly cutting off charging, and resulting in a momentary loss of regenerated torque. Furthermore, if the charging power remains consistently high, it can easily lead to battery overheating, which will severely damage the battery's lifespan and safety over time. In this situation, a target output torque limit is used to constrain the requested torque of the target motor, ensuring that the electrical power output of the target motor is always less than the battery's maximum allowable charging power.

[0045] Step 203: Determine the target output torque of the target motor based on the initial motor requested torque and the deceleration torque. The target output torque is used to charge the power battery.

[0046] The target output torque refers to the output torque that combines the engine's deceleration request with the battery's charging needs. This target output torque is used to charge the battery and assist the engine in smoothly decelerating.

[0047] It should be understood that since the initial motor torque request is already limited by the target output torque limit, it will not exceed the maximum charging power of the power battery. Therefore, the target output torque, determined by the initial motor torque request and the deceleration torque, can assist the engine in smoothly decelerating while meeting normal charging needs. In other words, by derated the initial motor torque request, the vehicle controller reserves sufficient power margin for the deceleration torque, ensuring that the target output torque after the two are combined remains within the battery's safe operating range, thereby effectively preventing overcharging of the power battery.

[0048] This application provides a method for controlling vehicle torque. This method determines the initial motor request torque of the target motor by using the engine wheel-end requested torque and the target output torque limit corresponding to the current maximum allowable charging power of the power battery. Furthermore, it determines the target output torque based on the initial motor request torque and the deceleration torque. In other words, this solution balances the dual requirements of vehicle kinetic energy recovery and smooth engine deceleration. By limiting the initial motor request torque, it reserves sufficient power margin for the deceleration torque, ensuring that the superimposed target output torque does not exceed the safe charging boundary of the power battery, effectively avoiding the risk of battery overcharging.

[0049] It should be noted that steps 201-203 above are a simplified explanation of a vehicle torque control method provided in the embodiments of this application. The following will provide a more detailed explanation of the vehicle torque control method provided in the embodiments of this application, using some examples. (See also...) Figure 3 Taking the vehicle controller as the executing entity as an example, the method includes the following steps.

[0050] Step 301: When the vehicle is in the target driving mode, generate an engine deceleration request based on the vehicle's driving information.

[0051] The target driving mode is the mode in which the target motor charges the vehicle's battery. For example, target driving modes include series driving mode and series-hybrid driving mode. When the vehicle is in the target driving mode, the target motor can convert excess power in the vehicle into electrical energy and store it in the battery.

[0052] It should be understood that hybrid electric vehicles (HEVs) have more complex drive systems than pure electric vehicles (EVs). Unlike EVs, which have only one drive motor, HEVs add a hybrid clutch, a generator, and an electric motor. These components need to be coordinated and controlled to provide the vehicle's drive capability. In practical applications, if the vehicle is in a target driving mode, the target motor can recover excess power. If an engine deceleration request is triggered at this time, the torque of the target motor needs to be limited to prevent it from exceeding the limit. In this situation, the engine deceleration request needs to be triggered based on the vehicle's driving information.

[0053] In one possible implementation, the vehicle's driving information is obtained; based on the driving information, it is determined whether a preset deceleration trigger condition is met; if the deceleration trigger condition is met, the deceleration request is generated.

[0054] This driving information includes accelerator pedal opening, current vehicle speed, current engine speed, current gear, and the state of charge of the power battery. The deceleration trigger conditions include whether the target engine speed is lower than the current engine speed and whether the vehicle's current gear has been shifted.

[0055] It should be understood that in practical applications, when a vehicle's transmission shifts gears, the engine speed needs to be adjusted to synchronize the transmission and engine speeds. In other words, this deceleration request is not directly triggered by the driver, but rather automatically triggered based on the transmission's logic. Alternatively, in hybrid vehicles, if the vehicle is in series driving mode or parallel-hybrid driving mode, the engine's target speed will be adjusted in real time based on the accelerator pedal opening and the vehicle's current speed.

[0056] In some embodiments, the vehicle's driving information is continuously acquired even if the deceleration trigger condition is not met.

[0057] In this implementation, by acquiring multi-dimensional driving information, the current operating status of the vehicle and the driver's intentions can be comprehensively and accurately perceived. Based on this, it can be determined whether the current operating status of the vehicle and the driver's intentions meet the deceleration triggering conditions, thereby accurately determining whether to trigger a deceleration request, so as to subsequently control the target motor based on the deceleration request.

[0058] To provide a clearer explanation of the above implementation method, the following section explains how to determine whether the preset deceleration triggering conditions are met based on the driving information.

[0059] In one possible implementation, the current vehicle speed and accelerator pedal opening are obtained; the target engine speed is determined based on the current vehicle speed and accelerator pedal opening; and the target engine speed is determined to be less than the current engine speed based on the target engine speed and the current engine speed.

[0060] The vehicle's current speed is obtained through a vehicle speed sensor, and the accelerator pedal position is collected through an accelerator pedal position sensor. The vehicle controller then converts this accelerator pedal position into an accelerator pedal opening. The target engine speed is determined based on a preset engine tachometer reading, the current vehicle speed, and the accelerator pedal opening. The preset engine tachometer indicates that the engine will operate within its optimal fuel economy range at the preset vehicle speed and accelerator pedal opening; in other words, the target engine speed can be determined based on the vehicle's current speed and accelerator pedal opening.

[0061] In some embodiments, if the driving information indicates that the target engine speed of the vehicle is less than the current engine speed, it is determined that the deceleration trigger condition is met. If the driving information indicates that the target engine speed of the vehicle is greater than or equal to the current engine speed, it is determined that the deceleration trigger condition is not met.

[0062] If the target speed is lower than the current engine speed, the vehicle controller needs to reduce the current engine speed; if the target speed is higher than the current engine speed, the vehicle controller needs to increase the current engine speed.

[0063] In this implementation, the target speed is dynamically determined by the vehicle speed and accelerator pedal opening, and the speed reduction is triggered by accurately judging whether the target speed is lower than the current speed. This effectively achieves adaptive and refined speed reduction control, reduces transmission system shock and wear, and enhances the overall vehicle handling stability and driving comfort.

[0064] Optionally, in practical applications, the engine operates at different optimal speeds in different vehicle driving modes. For example, if the vehicle switches to series or hybrid driving mode, the engine's target RPM is significantly lower than in sport mode. Furthermore, the engine RPM will change if the vehicle requests a gear shift.

[0065] In one possible implementation, the deceleration trigger condition is determined to be met when the vehicle's driving mode is switched from direct drive mode to target driving mode; the deceleration trigger condition is also determined to be met when the driving information includes a gear shift request.

[0066] The driving information includes accelerator pedal opening and vehicle speed. The target driving mode includes series driving mode and parallel-hybrid driving mode. When the vehicle's driving mode is to enter series driving mode, the engine needs to switch from a state that may participate in direct drive to a pure power generation state. This usually requires reducing engine speed and unloading mechanical loads. In other words, when the vehicle's driving mode switches from direct drive mode to the target driving mode, it is determined that the speed reduction trigger condition is met. Gear shifting refers to the process of adjusting the engine's output torque and speed by switching gear combinations within the transmission. In hybrid vehicles, when the vehicle switches from series driving mode to parallel-hybrid driving mode, in response to a gear shift request, if there is a significant difference between the engine speed and the target gear ratio speed carried in the gear shift request, the target electric motor can actively drive the engine to the target speed before injecting fuel and igniting, making the gear shift smoother.

[0067] In some embodiments, a preset shift table is consulted based on the vehicle speed and accelerator pedal opening in the driving information to determine the vehicle's target gear. If the current gear in the driving information does not match the target gear, a shift request is generated. For example, if the vehicle speed is 50 kilometers per hour (km / h) and the accelerator pedal opening is 20%, the target gear is determined to be 4th gear. If the current gear in the driving information is 3rd gear (which does not match the target gear), a shift request is generated.

[0068] In some embodiments, if the battery charge of the power battery in the driving information is within a preset charge range, it is determined that the driving information indicates switching the driving mode of the vehicle to a series driving mode.

[0069] The preset power range is the power range automatically determined by the vehicle controller. This application embodiment does not limit the preset power range.

[0070] In series driving mode, the engine serves only as the power source for the electric motor, generating electricity to charge the battery or directly supplying power to the electric motor, which then drives the wheels. If the battery has sufficient charge, the engine does not need to charge it; therefore, the battery charge level is one way to determine whether the vehicle switches to series driving mode. The preset charge range typically refers to a range that is moderately low but not yet at the mandatory charge protection threshold (e.g., the battery's state of charge is between 30% and 60%). If the battery charge is high (e.g., >80%), sufficient to meet the vehicle's power needs, then to ensure the hybrid vehicle's optimal economy, pure electric drive via the battery is prioritized, eliminating the need for engine power generation; that is, the vehicle will not switch to series driving mode. If the battery charge is extremely low (e.g., <20% mandatory charge protection), to prevent the low battery charge from affecting the battery's health, the vehicle switches to series driving mode or a hybrid driving mode to protect the battery's health. If the battery charge is in the medium range (between 30% and 60%) and there are other load demands, the generator is connected in series with the motor to generate electricity, which can both power the motor and allow the power battery to slowly recharge, avoiding excessively rapid depletion of pure electric power and avoiding charging the power battery with a large current.

[0071] In this implementation, switching the driving mode to the target driving mode and responding to the gear shift request are used as deceleration trigger conditions, which can accurately identify the operating conditions that require adjustment of engine speed and ensure that the engine and motor speeds are quickly matched.

[0072] Step 302: In response to the vehicle's engine deceleration request, obtain the wheel-end requested torque of the engine and the deceleration torque of the vehicle's target motor.

[0073] The target motor is used to charge the battery and respond to deceleration requests from the engine. The wheel-end torque requested by the engine represents the driver's intention to decelerate expressed through the accelerator / brake pedals, and is also the total torque that the vehicle actually needs to apply to the drive wheels. In response to the engine's deceleration request, the engine speed is controlled to decrease. Due to the engine's lower idle speed limit and large fluctuations in cylinder compression resistance, the engine's deceleration by cutting off fuel and reducing torque is relatively slow. In this situation, the target motor can output negative torque to apply a controllable braking effect to the engine crankshaft / input shaft, thereby smoothly reducing the engine speed.

[0074] In one possible implementation, the target speed and the current speed of the engine are obtained; the deceleration torque of the target motor is determined based on the speed difference between the target speed and the current speed and a preset proportional-integral coefficient.

[0075] The target engine speed is determined by the vehicle's current speed and accelerator pedal opening. The current engine speed is the real-time crankshaft speed, obtained through a crankshaft position sensor. The target engine speed is the ideal operating speed set for the engine at the current vehicle speed and driving mode. The deceleration torque is the torque used to assist in reducing the engine speed from the current speed to the target speed.

[0076] In some embodiments, the speed difference between the current engine speed and the target speed is input into the proportional (P)-integral (I)-derivative (D) torque algorithm, and the deceleration torque is obtained based on the preset proportional-integral coefficient.

[0077] In this implementation, the deceleration torque of the target motor is determined by combining the speed difference with a preset proportional-integral coefficient, thereby realizing closed-loop control and dynamic adjustment of the motor deceleration process and effectively improving the accuracy of the deceleration response.

[0078] Step 303: Determine the initial motor request torque of the target motor based on the wheel end request torque and the target output torque limit of the target motor.

[0079] The target output torque limit includes both a peak torque limit and a steady-state torque limit. The target output torque limit is determined by the maximum allowable charging power of the power battery; that is, the target output torque limit is the charging capacity boundary of the power battery. In practical applications, the wheel-end requested torque can be the torque provided by the target motor at the wheel end; that is, the wheel-end requested torque can be the initial motor requested torque of the target motor. However, to prevent the torque of the target motor from exceeding the maximum allowable charging power limit of the power battery, it is necessary to limit the target motor using the target output torque limit. In other words, the initial motor requested torque of the target motor is determined based on the wheel-end requested torque and the target output torque limit of the target motor.

[0080] In one possible implementation, a torque limit difference is determined between the peak torque limit and the steady-state torque limit; if the torque limit difference is greater than a first preset torque, the torque with the smaller absolute value between the wheel-end requested torque and the steady-state torque limit is determined as the initial motor requested torque; if the torque limit difference is less than or equal to the first preset torque, a peak reserved torque limit is determined based on the peak torque limit and a second preset torque, wherein the second preset torque is greater than the first preset torque, and the peak reserved torque limit is used to adjust the size of the peak torque limit; the torque with the smallest absolute value among the wheel-end requested torque, the peak reserved torque limit, and the steady-state torque limit is determined as the initial motor requested torque.

[0081] The peak torque limit is the maximum allowable torque output of the motor within a short period of time. The output torque of the target motor must not exceed the peak torque limit; otherwise, it will lead to overheating, overcurrent, or malfunction of the target motor. For example, the peak torque limit can be positive torque +300 Nm and negative torque -150 Nm. In this embodiment, since the output torque of the target motor's regenerative braking is negative, the peak torque limit is also described using a negative value. The steady-state torque limit is the maximum allowable torque output of the motor under long-term continuous operation. For example, the steady-state torque limit can be positive torque +200 Nm and negative torque -100 Nm. The difference between the peak torque limit and the steady-state torque limit represents the torque margin that the target motor can output in a short period of time, also called the overload capacity margin. For example, in the positive torque direction: 300 - 200 = +100 Nm; in the negative torque direction: -150 - (-100) = -50 Nm. In practical applications, the torque margin for the deceleration torque of the target motor is determined by the difference between the peak torque limit and the steady-state torque limit. For example, if the overload capacity margin in the negative torque direction is -50 Nm, even if the initial motor torque requested by the target motor is -100 Nm, there is still a -50 Nm overload capacity margin for the deceleration torque. However, if charging continues at the boundary of the power battery's regenerative braking capacity, the peak torque limit may fall back to the steady-state torque limit. For example, if the peak torque limit falls from -150 Nm in the negative torque direction to -100 Nm in the steady-state torque limit, the torque limit difference between the peak torque limit and the steady-state torque limit becomes 0 Nm, meaning the overload capacity margin between the peak torque limit and the steady-state torque limit is insufficient. In this situation, if there is deceleration torque in the target motor, it will cause the target motor torque output to exceed the limit, potentially exceeding the maximum allowable charging power of the power battery.

[0082] The first preset torque is the torque automatically determined by the vehicle controller, and the second preset torque is the torque automatically determined by the vehicle controller. This application does not limit these settings; for example, the first preset torque is 20 Nm, and the second preset torque is 50 Nm. The peak reserved torque limit is used to prevent the output torque of the target motor from approaching its actual physical limit.

[0083] The difference between this torque limit and the first preset torque indicates a larger overload capacity margin for the target motor. In this case, even if the requested torque at the wheel end is the same as the steady-state torque limit, the target output torque of the target motor will not exceed the peak torque limit. For example, if the requested torque at the wheel end is -110 Nm, the steady-state torque limit is -100 Nm, and the peak torque limit is -150 Nm (negative torque), then the initial motor requested torque is -100 Nm. Furthermore, there is a -50 Nm overload capacity margin between the initial motor requested torque and the peak torque limit for the deceleration torque. Therefore, the target output torque of the target motor will not exceed the peak torque limit.

[0084] If the torque limit difference is less than or equal to the first preset torque, it indicates that the target motor has a small overload capacity margin. In this case, the overload capacity margin between the steady-state torque limit and the peak torque limit is small. To prevent the target output torque from exceeding the limit, the absolute value of the peak torque limit is adjusted down by the second preset torque to obtain the peak reserved torque limit. The torque with the smallest absolute value among the wheel-end requested torque, the peak reserved torque limit, and the steady-state torque limit is determined as the initial motor requested torque. For example, if the wheel-end requested torque is -110 Nm, the steady-state torque limit is -100 Nm, the peak torque limit is negative torque -110 Nm, and the second preset torque is 50 Nm, then the peak reserved torque limit is -60 Nm. The smallest peak reserved torque limit (-60 Nm) among the above torques is then determined as the initial motor requested torque. In this case, there is still a -40 Nm overload capacity margin between the initial motor requested torque and the steady-state torque limit for the deceleration torque, so the target output torque of the target motor will not exceed the actual physical limit.

[0085] In this implementation, the adaptive adjustment of the motor torque limit is achieved by dynamically evaluating the difference between the peak torque limit and the steady-state torque limit. When the difference is large, the steady-state torque limit is used to restrict the initial motor torque request, preserving a certain overload capacity margin to ensure the operational stability of the target motor under normal operating conditions. When the difference is small, the peak torque is dynamically compensated and adjusted using a second preset torque to obtain the peak reserved torque limit. This not only avoids safety risks such as overcurrent and overheating of the target motor and core components of the power battery, but also avoids the problem of power exceeding the limit due to sudden changes in torque request.

[0086] To provide a clearer explanation of the above implementation method, the following section explains the situation where the peak torque limit is reverted to the steady-state torque limit.

[0087] For example, Figure 4 A schematic diagram of the permissible charging power boundary of a power battery is shown. Figure 4As shown, the first curve represents the peak regenerative braking power of the power battery, and the second curve represents the steady-state regenerative braking power (continuous charging). Steady-state regenerative braking power (second curve): decreases gradually and smoothly throughout; peak regenerative braking power (first curve): initially stable at approximately 177 kW, then drops significantly at the 700-coordinate time point, reaching a low of 124.7 kW, before slowly recovering. Peak power represents the maximum regenerative braking power available for short-term braking; steady-state power represents the upper limit of power allowed for long-term continuous regenerative braking. That is, at the 700-coordinate time point, the peak torque limit of the target motor needs to be adjusted back to this steady-state torque limit.

[0088] Step 304: Determine the target output torque of the target motor based on the initial motor requested torque and the deceleration torque. The target output torque is used to charge the power battery.

[0089] Because the initial requested torque is limited by the peak reserved torque limit, the steady-state torque limit, and the peak torque limit, the sum of the initial motor requested torque and the deceleration torque will not exceed the maximum charging power of the power battery. In practical applications, if the deceleration torque is large, but the initial motor requested torque is small (or even positive), the deceleration torque will take precedence. If the deceleration torque is small, but the initial motor requested torque requires a large amount of power generation, the power generation demand will take precedence, while deceleration is accomplished incidentally. If both are in the same direction, speed regulation and charging will be completed simultaneously.

[0090] In some embodiments, the sum of the initial motor requested torque and the deceleration torque is determined as the target output torque of the target motor.

[0091] Understandably, hybrid vehicles also have a P4 motor installed. The P4 motor is usually independently connected to the drive wheels. The P4 motor can independently drive the vehicle and regenerate power. In practical applications, if there is a need for regenerative torque, the vehicle controller will allocate regenerative torque to the P4 motor and the P2 motor according to the preset regenerative torque distribution ratio. This is to prevent the regenerative torque of the P4 motor from exceeding the P4 steady-state torque limit, and to prevent the initial motor request torque of the target motor from exceeding the peak reserved torque limit, steady-state torque limit, and peak torque limit.

[0092] Step 305: Output the target output torque.

[0093] In one possible implementation, a preset torque change rate threshold is obtained; the target output torque is subjected to slope limiting processing based on the torque change rate threshold to obtain a smooth output torque; and the target motor is controlled to output according to the smooth output torque.

[0094] In actual working conditions, impact loads can damage mechanical components such as drive shafts, gears, and differentials. If the torque changes instantaneously from 0 to -200 Nm, the enormous impact force will shorten the life of the gears and may even cause abnormal noise or damage. Therefore, it is necessary to limit the rate of change of torque through the torque slope.

[0095] The torque change rate threshold represents the maximum allowable torque change per unit time, pre-calibrated. Slope limiting processing converts the input step or abrupt signal into a continuous ramp signal. The smoothed output torque is the torque whose rate of change is limited to within the torque change rate threshold. Controlling the target motor to output the smoothed torque means sending the smoothed torque value to the microcontroller unit via the Controller Area Network (CAN) bus to control the motor to actually produce the corresponding torque.

[0096] In this implementation, the slope of the target output torque is limited by a torque change rate threshold, effectively avoiding mechanical shocks and vehicle vibrations caused by sudden torque changes. This process achieves a smooth transition of torque commands, significantly improving the vehicle's driving smoothness while ensuring the safety of the transmission system.

[0097] In one possible implementation, the state of charge (SOC) and temperature of the power battery are collected; a preset correction coefficient mapping table is consulted based on the SOC and temperature to obtain the charging torque correction coefficient; the smooth output torque is corrected based on the charging torque correction coefficient to obtain the target charging torque; and the target motor is controlled to output according to the target charging torque.

[0098] Among them, State of Charge (SOC) represents the percentage of remaining charge of the power battery (0%~100%). Battery Temperature represents the current temperature of the power battery cell. The preset correction coefficient mapping table is a pre-calibrated two-dimensional table, with the horizontal axis representing the state of charge and the vertical axis representing the battery temperature. The table is filled with charging torque correction coefficients (values ​​between 0 and 1). The charging torque correction coefficient is a coefficient between 0 and 1, used to correct and smooth the output torque. The smaller the coefficient, the worse the current charging capacity of the battery, and the smaller the recovery torque. The target charging torque is the actual torque value used for power generation and charging after the power battery parameters have been corrected.

[0099] It should be understood that the charging power of a battery is not fixed, but varies drastically with the battery's state of charge (SOC) and temperature. In such cases, the regeneration torque needs to be dynamically adjusted based on the battery's real-time status; otherwise, it may damage the battery or waste regeneration opportunities. For example, when the SOC is too high, the battery is close to full charge, and continuing high-power charging can lead to overvoltage, triggering protection mechanisms or even thermal runaway. In this case, the regeneration torque can be reduced or even eliminated, and mechanical braking can be used to meet the vehicle's braking needs. Similarly, when the SOC is too low, although the battery needs to be charged quickly, the internal resistance of the battery increases at extremely low SOC levels, and excessive current charging can also damage the cells. Therefore, it is necessary to appropriately limit the smooth output torque of the target motor. Likewise, when the battery temperature is too high, high-current charging at high temperatures will accelerate aging and may even trigger thermal runaway. Therefore, it is also necessary to appropriately limit the smooth output torque of the target motor. Finally, when the battery temperature is too low, lithium-ion activity decreases at low temperatures, resulting in extremely poor charging acceptance. High-current charging can lead to lithium deposition, thus requiring appropriate limitation of the smooth output torque of the target motor. If a fixed maximum allowable value is used instead of adjusting for state of charge and temperature, it will either cause damage when the battery is vulnerable or waste recycling potential when the battery is in good condition. Therefore, it is necessary to adjust the smooth output torque of the target motor in real time.

[0100] In this implementation, by real-time acquisition of the state of charge and temperature of the power battery and dynamically obtaining the charging torque correction coefficient using a preset mapping table, adaptive adjustment of the charging torque of the target motor is achieved. This effectively avoids the risks of overcurrent and overheating caused by battery over-discharge, overcharge, or extreme temperatures, ensuring the safe operation of the battery system. Simultaneously, dynamic compensation for smooth output torque based on the correction coefficient prevents the charging torque request from exceeding the battery's tolerance limits while fully meeting the charging needs of the power battery, significantly improving the energy recovery efficiency and charging safety of the entire vehicle.

[0101] This application provides a method for controlling vehicle torque. When the vehicle is in a target driving mode and the engine requests a deceleration, the method determines the initial motor request torque based on the wheel-end request torque and the target output torque limit, thereby limiting the initial motor request torque within a safe and controllable range. Even if the target output torque for charging the power battery is generated by the initial motor request torque and the deceleration torque, the target output torque is always within a safe and controllable range, avoiding the risk of mechanical shock or system overload caused by torque exceeding the limit. At the same time, it prevents the power battery from being overcharged due to excessive charging torque, significantly improving the safety and reliability of the vehicle operation.

[0102] Figure 5 This is a schematic diagram of the structure of a vehicle torque control device provided in an embodiment of this application.

[0103] For example, the device 500 includes: The acquisition module 501 is used to acquire the wheel-end requested torque of the engine and the deceleration torque of the target motor of the vehicle in response to the deceleration request of the engine when the vehicle is in a target driving mode. The target driving mode is a mode in which the target motor charges the power battery of the vehicle. The target motor is used to charge the power battery and respond to the deceleration request for the engine. The request torque determination module 502 is used to determine the initial motor request torque of the target motor based on the wheel end request torque and the target output torque limit of the target motor. The target output torque limit is used to limit the current maximum allowable charging power of the power battery. The output torque determination module 503 is used to determine the target output torque of the target motor based on the initial motor request torque and the deceleration torque, and the target output torque is used to charge the power battery.

[0104] In some embodiments, the acquisition module 501 is specifically used to: acquire the target speed and the current speed of the engine; and determine the deceleration torque of the target motor based on the speed difference between the target speed and the current speed and a preset proportional-integral coefficient.

[0105] In some embodiments, the torque determination module 502 is specifically configured to: determine the torque limit difference between the peak torque limit and the steady-state torque limit; if the torque limit difference is greater than a first preset torque, determine the torque with the smaller absolute value between the wheel-end requested torque and the steady-state torque limit as the initial motor requested torque; if the torque limit difference is less than or equal to the first preset torque, determine the peak reserved torque limit based on the peak torque limit and the second preset torque, wherein the second preset torque is greater than the first preset torque, and the peak reserved torque limit is used to adjust the size of the peak torque limit; and determine the torque with the smallest absolute value among the wheel-end requested torque, the peak reserved torque limit, and the steady-state torque limit as the initial motor requested torque.

[0106] In some embodiments, the acquisition module 501 is further configured to: acquire the vehicle's driving information; determine whether a preset speed reduction trigger condition is met based on the driving information; and generate the speed reduction request if the speed reduction trigger condition is met.

[0107] In some embodiments, the acquisition module 501 is further configured to: determine that the deceleration trigger condition is met when the driving information indicates that the target speed of the vehicle's engine is less than the current engine speed; and determine that the deceleration trigger condition is met when the driving information includes a gear shift request.

[0108] In some embodiments, the acquisition module 501 is further configured to: acquire the current vehicle speed and accelerator pedal opening of the vehicle; determine the target speed of the engine based on the current vehicle speed and the accelerator pedal opening; and determine whether the target speed of the engine is less than the current engine speed based on the target speed and the current engine speed.

[0109] In some embodiments, the output torque determination module 503 is further configured to: obtain a preset torque change rate threshold; perform slope limiting processing on the target output torque based on the torque change rate threshold to obtain a smooth output torque; and control the target motor to output according to the smooth output torque.

[0110] In some embodiments, the output torque determination module 503 is further configured to: acquire the state of charge and battery temperature of the power battery; query a preset correction coefficient mapping table based on the state of charge and battery temperature to obtain a charging torque correction coefficient; correct the smooth output torque based on the charging torque correction coefficient to obtain a target charging torque; and control the target motor to output according to the target charging torque.

[0111] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0112] For example, such as Figure 6 As shown, the vehicle 600 includes a memory 601 and a processor 602. The memory 601 stores executable program code 603, and the processor 602 is used to call and execute the executable program code 603 to perform a method for controlling vehicle torque.

[0113] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle torque control method provided in embodiments of this application.

[0114] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0115] When each functional module is divided according to its corresponding function, the device may also include a judgment module, a correction module, and a data acquisition module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0116] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle torque control method, and therefore can achieve the same effect as the above-described implementation method.

[0117] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0118] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0119] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle torque control method provided in the above embodiments.

[0120] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle torque control method provided in the above embodiment.

[0121] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle torque control method provided in the above embodiment.

[0122] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0123] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0124] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0125] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling vehicle torque, characterized in that, The method includes: When the vehicle is in the target driving mode, in response to the deceleration request of the vehicle's engine, the wheel-end requested torque of the engine and the deceleration torque of the target motor of the vehicle are obtained. The target driving mode is a mode in which the target motor charges the vehicle's power battery. The target motor is used to charge the power battery and respond to the deceleration request for the engine. The initial motor request torque of the target motor is determined based on the wheel-end requested torque and the target output torque limit of the target motor, wherein the target output torque limit is used to limit the current maximum allowable charging power of the power battery; The target output torque of the target motor is determined based on the initial motor request torque and the deceleration torque, and the target output torque is used to charge the power battery.

2. The method according to claim 1, characterized in that, The step of obtaining the wheel-end requested torque of the engine and the deceleration torque of the target motor of the vehicle includes: Obtain the target speed and current engine speed of the engine; The deceleration torque of the target motor is determined based on the speed difference between the target speed and the current engine speed, as well as a preset proportional-integral coefficient.

3. The method according to claim 1, characterized in that, The target output torque limit includes a peak torque limit and a steady-state torque limit. Determining the initial motor request torque of the target motor based on the wheel-end requested torque and the target output torque limit of the target motor includes: Determine the torque limit difference between the peak torque limit and the steady-state torque limit; If the torque limit difference is greater than the first preset torque, the torque with the smaller absolute value between the wheel end requested torque and the steady-state torque limit is determined as the initial motor requested torque; When the torque limit difference is less than or equal to the first preset torque, the peak reserved torque limit is determined based on the peak torque limit and the second preset torque, wherein the second preset torque is greater than the first preset torque, and the peak reserved torque limit is used to adjust the size of the peak torque limit. The torque with the smallest absolute value among the wheel-end requested torque, the peak reserved torque limit, and the steady-state torque limit is determined as the initial motor requested torque.

4. The method according to claim 1, characterized in that, Prior to responding to a deceleration request from the vehicle's engine, the method further includes: Obtain the vehicle's driving information; Determine whether the preset deceleration trigger condition is met based on the driving information; If the aforementioned speed reduction triggering condition is met, the speed reduction request is generated.

5. The method according to claim 4, characterized in that, The step of determining whether the preset deceleration trigger condition is met based on the driving information includes: If the driving information indicates that the target speed of the vehicle's engine is less than the current engine speed, then the deceleration trigger condition is determined to be met. If the driving information includes a gear shift request, it is determined that the deceleration trigger condition is met.

6. The method according to claim 5, characterized in that, The driving information includes the vehicle's current speed and accelerator pedal opening. Before determining that the deceleration trigger condition is met when the driving information indicates that the target engine speed of the vehicle is less than the current engine speed, the method further includes: Obtain the current vehicle speed and accelerator pedal opening; The target engine speed is determined based on the current vehicle speed and the accelerator pedal opening. Based on the target speed and the current engine speed, determine whether the target speed of the engine is less than the current engine speed.

7. The method according to claim 1, characterized in that, After determining the target output torque of the target motor based on the initial motor requested torque and the deceleration torque, the method further includes: Obtain the preset torque change rate threshold; Based on the torque change rate threshold, the target output torque is subjected to slope limiting processing to obtain a smooth output torque; Control the target motor to output the smooth output torque.

8. The method according to claim 7, characterized in that, After controlling the target motor to output the smooth output torque, the method further includes: The state of charge and battery temperature of the power battery are collected; The charging torque correction coefficient is obtained by querying a preset correction coefficient mapping table based on the state of charge and the battery temperature. The smooth output torque is corrected based on the charging torque correction coefficient to obtain the target charging torque; Control the target motor to output according to the target charging torque.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 8.

Images