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

Abstract

The application provides a vehicle torque control method, device, vehicle and readable storage medium. The method comprises the following steps: obtaining a target acceleration output by an advanced driving assistance system and obtaining a vehicle center of mass acceleration; performing a smoothing correction process on the target acceleration by using the center of mass acceleration to obtain a basic target acceleration; determining a final demand torque of the vehicle according to the basic target acceleration; and performing vehicle torque control by using a motor controller based on the final demand torque. The scheme can effectively suppress the jitter and impact during torque output, and significantly improve the smoothness and ride comfort during vehicle driving.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle torque control method, device, vehicle, and readable storage medium. Background Technology

[0002] With the development of automotive intelligence and electrification, the application of Advanced Driving Assistance Systems (ADAS) in vehicles is becoming increasingly widespread. ADAS systems can plan a desired target acceleration based on information such as the status of the vehicle ahead, road speed limits, and traffic lights. Based on this target acceleration, they output drive torque requests or braking torque requests to achieve vehicle longitudinal dynamics control functions such as adaptive cruise control and automatic emergency braking. The Vehicle Control Unit (VCU), as the arbitration unit for the vehicle's torque demand, is responsible for uniformly arbitrating the torque requests issued by ADAS. After calculation, it outputs the final effective torque command, which is then sent to the motor controller for torque output.

[0003] However, in practical applications, due to factors such as sensor noise, signal delay, communication interference, and minor undulations in the road environment, the target acceleration signal output by the ADAS system often exhibits high-frequency fluctuations and instantaneous spikes. If the vehicle controller directly uses this unprocessed target acceleration as the basis for calculating the required torque, the final torque command will also produce high-frequency jitter and unnecessary abrupt changes. This not only causes frequent fluctuations in motor torque, reducing the efficiency and lifespan of the electric drive system, but more importantly, it causes longitudinal impacts (jerking sensation) in the vehicle, severely deteriorating the comfort of passengers. Especially under low-speed following or cruising conditions, this vehicle acceleration fluctuation caused by torque jitter is particularly noticeable, making it difficult to meet users' expectations for the smooth driving experience of high-end intelligent electric vehicles.

[0004] Therefore, how to effectively process the target acceleration output by ADAS to generate smooth and stable torque commands, thereby improving the ride comfort of the vehicle, is a technical problem that urgently needs to be solved in the field of vehicle torque control. Summary of the Invention

[0005] To address the aforementioned technical problems, this application provides a vehicle torque control method, apparatus, vehicle, and readable storage medium.

[0006] According to a first aspect of this application, a vehicle torque control method is provided, applied to a vehicle controller. The method includes: acquiring a target acceleration output by an advanced driver assistance system and acquiring the vehicle's center of gravity acceleration; performing a smoothing correction process on the target acceleration using the center of gravity acceleration to obtain a basic target acceleration; determining the vehicle's final required torque based on the basic target acceleration; and performing vehicle torque control using a motor controller based on the final required torque.

[0007] In one embodiment, obtaining the vehicle's center of gravity acceleration further includes: calculating the vehicle's center of gravity acceleration using the following formula: in, For the acceleration of the vehicle's center of gravity, This is the proportionality coefficient. This is the calculated value of the longitudinal acceleration of the center of mass. Here, r is the measured value of the longitudinal acceleration of the center of mass, and r is the effective rolling radius of the wheel. Let N be the i-th effective wheel speed, and N be the number of effective wheel speeds, where N≥2. The longitudinal acceleration measured by the inertial measurement unit. For wheelbase l, track width b, and steering angle The compensation value for the acceleration of the center of mass, where θ is the road surface slope angle and g is the acceleration due to gravity.

[0008] In one embodiment, using the centroid acceleration to smooth and correct the target acceleration to obtain a base target acceleration further includes: determining an acceleration limit threshold; determining an acceleration value range based on the acceleration limit threshold and the centroid acceleration; the lower limit of the acceleration value range is the centroid acceleration minus the acceleration limit threshold, and the upper limit of the acceleration value range is the centroid acceleration plus the acceleration limit threshold; if the target acceleration is within the acceleration value range, then the target acceleration is directly used as the base target acceleration; if the target acceleration is not within the acceleration value range, then the centroid acceleration is iteratively adjusted with the acceleration limit threshold as the adjustment step size until the absolute value of the difference between the adjusted value and the target acceleration is less than the acceleration limit threshold, wherein during the iterative adjustment, the value adjusted in the current iteration is used as the base target acceleration, and at the end of the iterative adjustment, the target acceleration is used as the base target acceleration.

[0009] In one embodiment, determining the final required torque of the vehicle based on the base target acceleration further includes: obtaining an acceleration correction amount by adjusting the acceleration based on vehicle driving resistance, air resistance, and vehicle weight; correcting the base target acceleration using the acceleration correction amount to obtain the final target acceleration; and determining the final required torque of the vehicle based on the final target acceleration.

[0010] In one embodiment, determining the final required torque of the vehicle based on the final target acceleration further includes: querying a preset calibration data table based on the final target acceleration to obtain the feedforward target torque; performing a difference calculation between the feedforward target torque and the actual torque currently output by the motor controller; and inputting the difference into a PID controller for closed-loop correction processing to obtain the final required torque of the vehicle.

[0011] In one embodiment, the vehicle torque control based on the final required torque using the motor controller further includes: if the final required torque is positive, sending the final required torque as the drive torque to the motor controller.

[0012] In one embodiment, the vehicle torque control based on the final required torque using the motor controller further includes: if the final required torque is negative, obtaining the maximum regenerative braking torque of the motor; in response to the absolute value of the final required torque being less than or equal to the absolute value of the maximum regenerative braking torque, sending the final required torque as an energy recovery torque to the motor controller, and simultaneously sending a mechanical braking torque request with a value of 0 to the vehicle stability assist system; or in response to the absolute value of the final required torque being greater than the absolute value of the maximum regenerative braking torque, sending the maximum regenerative braking torque as an energy recovery torque to the motor controller, and simultaneously calculating the difference between the final required torque and the maximum regenerative braking torque, sending the difference as a mechanical braking torque request to the vehicle stability assist system.

[0013] According to a second aspect of this application, a vehicle torque control device is provided, applied to a vehicle controller. The device includes: an acquisition module configured to acquire a target acceleration output by an advanced driver assistance system and acquire the vehicle's center-of-gravity acceleration; a processing module configured to perform smoothing correction processing on the target acceleration using the center-of-gravity acceleration to obtain a base target acceleration; a determination module configured to determine the vehicle's final required torque based on the base target acceleration; and a control module configured to perform vehicle torque control using a motor controller based on the final required torque.

[0014] According to a third aspect of this application, a vehicle is provided, the vehicle comprising: a processor and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the steps of the method described above.

[0015] According to a fourth aspect of this application, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the method described above.

[0016] Compared with the prior art, the beneficial effects of this application are as follows: This solution introduces the vehicle's center-of-gravity acceleration as a smoothing reference benchmark for the ADAS target acceleration. The target acceleration output by ADAS represents the vehicle's expected acceleration, while the center-of-gravity acceleration reflects the vehicle's real-time motion and road surface adhesion conditions. By using the center-of-gravity acceleration to smooth and correct the volatile target acceleration signal, the resulting baseline target acceleration not only fully preserves the acceleration / deceleration control intent of the ADAS system but also filters out most invalid high-frequency noise and transient spikes, ensuring a continuous and smooth acceleration curve. Calculating the vehicle's required torque based on this smooth baseline target acceleration enables a smooth transition of torque commands, effectively suppressing torque output fluctuations and vehicle acceleration shocks, significantly improving overall vehicle ride smoothness and comfort. Attached Figure Description

[0017] To more clearly illustrate the specific embodiments of this application or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic flowchart of a vehicle torque control method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of a vehicle torque control device according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0019] To make the above and other features and advantages of this application clearer, the application is further described below with reference to the accompanying drawings. It should be understood that the specific embodiments given herein are for the purpose of explanation to those skilled in the art, and are exemplary only, not restrictive.

[0020] In the following description, numerous specific details are set forth to provide a thorough understanding of this application. However, it will be apparent to those skilled in the art that the specific details are not required to practice this application. In other instances, well-known steps or operations have not been described in detail to avoid obscuring this application.

[0021] Before going into detail, it should be noted that the technical solution provided by this invention is based on an electric vehicle, a hybrid vehicle, or any vehicle with motor drive capability and controlled by a vehicle controller. The vehicle controller, as the core decision-making unit for vehicle control, interacts with nodes such as Advanced Driver Assistance Systems (ADAS), Motor Control Units (MCUs), Inertial Measurement Units (IMUs), wheel speed sensors, and Vehicle Stability Assist (VSA) via an onboard network (such as a CAN bus).

[0022] The vehicle torque control method provided in this application will be described in detail below with reference to the accompanying drawings, through specific embodiments and application scenarios.

[0023] This application provides a vehicle torque control method, applied to a vehicle controller, such as... Figure 1 As shown, the method includes the following steps 101-104.

[0024] Step 101: Obtain the target acceleration output by the advanced driver assistance system and obtain the vehicle's center of gravity acceleration.

[0025] The method in this embodiment can be executed by the vehicle controller, which receives a control request from the Advanced Driver Assistance System (ADAS), which carries a target acceleration parameter. The target acceleration is generated by the ADAS through perception fusion and decision planning logic operations, and is used to characterize the vehicle's desired acceleration; wherein, a positive target acceleration corresponds to a driving acceleration demand, and a negative target acceleration corresponds to a braking deceleration demand.

[0026] Simultaneously, the vehicle controller acquires the vehicle's center of gravity acceleration. Center of gravity acceleration is a physical quantity reflecting the actual motion state of the vehicle. This parameter is not directly output by a single sensor, but is obtained by integrating signals from multiple onboard sensors and performing comprehensive calculations. In a preferred embodiment, the step of acquiring the vehicle's center of gravity acceleration further includes calculating the vehicle's center of gravity acceleration using the following formula: in, For the acceleration of the vehicle's center of gravity, This is the calculated value of the longitudinal acceleration of the center of mass. This is the measured value of the longitudinal acceleration of the center of mass. is a proportionality coefficient, ranging from 0 to 1, which can be determined through vehicle calibration. It is used to allocate the confidence weight between the calculated and measured values ​​of the longitudinal acceleration of the center of gravity. An exemplary value can be 0.5. This proportionality coefficient can also be dynamically adjusted according to the road slope. When the measured value of the longitudinal acceleration of the center of gravity fed back by the vehicle stability control system (VSA) fails, only the calculated value of the longitudinal acceleration of the center of gravity is used in the calculation. r is the effective rolling radius of the wheel. Let be the i-th valid wheel speed, and N be the number of valid wheel speeds, where N≥2. If the wheel speed of a certain path deviates too much from the other wheel speeds, or if the VSA reports a fault in the wheel speed signal for that path (such as a wheel speed sensor malfunction), then the wheel speed signal is determined to be invalid, and this data is removed during the calculation process. The longitudinal acceleration measured by the inertial measurement unit. For wheelbase l, track width b, and steering angle The compensation value for the acceleration of the center of mass, where θ is the road surface slope angle and g is the acceleration due to gravity.

[0027] In addition, the vehicle controller can also acquire vehicle data such as vehicle driving resistance, air resistance, and vehicle weight.

[0028] Step 102: Use the centroid acceleration to perform smoothing correction on the target acceleration to obtain the basic target acceleration.

[0029] After obtaining the target acceleration and center of mass acceleration of ADAS, this application does not directly use the target acceleration, but uses the center of mass acceleration to constrain and correct the target acceleration in order to eliminate the violent fluctuations.

[0030] Specifically, the smoothing correction process may further include the following steps: (1) Determine the acceleration limit threshold and determine an acceleration value range based on the acceleration limit threshold and the centroid acceleration.

[0031] An acceleration limit threshold is pre-calibrated in the vehicle controller. a th The acceleration limit threshold a th This characterizes an acceptable range of smooth acceleration variation. This acceleration limit threshold... a th The table represents a calibrated positive number, such as 0.2 m / s. 2 0.5 m / s 2 The value can be dynamically adjusted based on the current driving mode (such as Sport mode, Comfort mode) or vehicle speed to achieve different smoothing styles.

[0032] The obtained center of mass acceleration A range of acceleration values ​​is defined centered on the centroid. The lower limit of this acceleration range is the acceleration of the centroid. Subtract the acceleration limit threshold a th ,Right now( - a th The upper limit of the acceleration range is the acceleration of the center of mass. In addition to the aforementioned acceleration limit threshold a th ,Right now( + a th ). Interval [ - a th , + a th This represents the reasonable and acceptable range of acceleration changes under the current actual driving conditions.

[0033] (2) Determine whether the target acceleration is within the range of acceleration values ​​and perform the corresponding processing.

[0034] Get the current target acceleration of the ADAS request a target It is then compared with the aforementioned acceleration value range, and smoothing logic is implemented based on the comparison result.

[0035] Scenario 1: If the target acceleration a target Located within the acceleration value range [ - a th , + a th Within this range, it indicates that the target acceleration of ADAS does not change drastically and remains within a reasonable range based on the current center-of-mass acceleration. At this point, the target acceleration can be directly... a target Acceleration as a fundamental target a base ,Right now a base = a target This configuration ensures a rapid response to ADAS commands during smooth acceleration and deceleration, avoiding unnecessary delays.

[0036] Scenario 2: If the target acceleration a target Not located within the acceleration value range [ -a th , + a th [Within, for example, due to signal spikes] a target Much larger + a th or much smaller - a th Then, an iterative smoothing adjustment process is initiated. Specifically, this involves using the acceleration limit threshold value... a th To adjust the step size, the acceleration of the center of mass at the current moment is... Perform iterative adjustments until the adjusted value matches the target acceleration. a target The absolute value of the difference is less than the acceleration limit threshold. a th During iterative adjustment, the value adjusted in the current iteration is used as the base target acceleration. a base At the end of the iterative adjustment, with the target acceleration a target As the basic target acceleration a base .

[0037] In this way, it is possible to smooth and buffer sudden acceleration peaks that exceed the reasonable range in steps, suppress the impact of sudden acceleration and deceleration caused by instantaneous abnormal signals, and improve the ride comfort; at the same time, it does not block the acceleration and deceleration requirements of ADAS. After iterative convergence, it approaches the target acceleration output by ADAS, ensuring accurate response of vehicle control commands and taking into account both ride comfort and ADAS control following accuracy.

[0038] Step 103: Determine the final required torque of the vehicle based on the aforementioned basic target acceleration.

[0039] Obtain the base target acceleration after smoothing. a base Based on this, the vehicle controller further converts it into specific torque requirements.

[0040] In a preferred embodiment, the step of determining the final required torque of the vehicle based on the baseline target acceleration includes: Step 1: Obtain the acceleration correction amount by adjusting the vehicle's driving resistance, air resistance, and vehicle weight for acceleration.

[0041] When a vehicle travels on a road, there is resistance that hinders its movement. To accurately calculate the correspondence between required acceleration and wheel-end torque, these resistances need to be taken into account. Therefore, the first step is to determine an acceleration correction factor to compensate for this resistance. a comp This acceleration correction amount a comp It is calculated in real time based on factors such as vehicle rolling resistance, air resistance, and vehicle weight. For example, it can be expressed as: a comp =( f 行驶阻力 + f 风阻 ) / m, where f 行驶阻力 For vehicle driving resistance, f 风阻 denoted as air resistance and m as vehicle weight. The units for driving resistance and air resistance are N, and the unit for vehicle weight is kg.

[0042] Step 2: Use the acceleration correction amount to correct the basic target acceleration to obtain the final target acceleration.

[0043] Acceleration correction a comp Acceleration with the base target a base By superimposing the results, the final target acceleration can be obtained. a final : a final = a base + a comp Ultimate goal: acceleration a final To more accurately characterize the total longitudinal acceleration that the vehicle motor needs to achieve at the wheel end in order to achieve the acceleration and deceleration effects desired by ADAS.

[0044] Step 3: Determine the final required torque of the vehicle based on the final target acceleration.

[0045] Based on the final target acceleration a final A feedforward target torque can be calculated. However, to improve the accuracy and robustness of the control, this application introduces a closed-loop correction mechanism.

[0046] First, based on the stated final target acceleration a final Query the preset calibration data table to obtain the feedforward target torque T. ffThe preset calibration data table can be obtained through extensive real-vehicle testing and calibration during the vehicle development and matching phases, and establishes a mapping relationship between vehicle longitudinal acceleration and motor output torque.

[0047] Secondly, obtain the actual torque T currently output by the motor controller. actual The feedforward target torque T ff The actual torque T currently output by the motor controller actual Perform the difference calculation to obtain a torque error value. e T .

[0048] Then, the torque error e T The input is processed by the PID controller for closed-loop correction, and the PID controller will output a torque compensation amount ΔT.

[0049] Finally, the feedforward target torque T ff Summing the PID compensation amount ΔT with the torque T required by the vehicle, we obtain the final torque demand T of the vehicle. cmd :T cmd =T ff +ΔT. This setting allows torque control to respond quickly to the final target acceleration through the feedforward circuit. a final The changes in torque can be eliminated through the PID feedback loop, which can eliminate steady-state errors caused by model errors, road slope changes, and wind resistance changes, thus ensuring the accuracy of the final torque requirement.

[0050] Step 104: Based on the final required torque, use the motor controller to control the torque of the whole vehicle.

[0051] After obtaining the final required torque T cmd Subsequently, the vehicle controller needs to send instructions to different actuators based on their symbols and sizes to achieve precise control of the vehicle's longitudinal forces. This can be divided into two operating conditions: driving and braking.

[0052] Driving condition: If the final required torque T cmd A positive number indicates an intention to accelerate. At this point, the vehicle controller will input the final required torque T. cmd As driving torque, it is sent to the motor controller. Upon receiving the command, the motor controller controls the drive motor to output the corresponding positive torque, thereby accelerating the vehicle.

[0053] Braking condition: If the final required torque T cmd A negative number indicates an intention to brake and decelerate. To maximize energy recovery efficiency and increase driving range, this application prioritizes regenerative braking of the electric motor during braking.

[0054] If T cmd If the value is less than 0, then first obtain the maximum regenerative braking torque T that the motor can provide under its current state. regen_max Maximum regenerative braking torque T regen_max The motor controller can calculate and report to the vehicle controller in real time based on factors such as motor speed, battery state of charge (SOC), and battery temperature.

[0055] The absolute value of the final required torque |T cmd |Absolute value of the maximum regenerative braking torque|T regen_max |Comparison: Responding to the absolute value of the final required torque|T cmd |≤The absolute value of the maximum regenerative braking torque|T regen_max This indicates that the motor's regenerative braking capability can meet all braking requirements. At this point, the final required torque T is... cmd (At this point, the value is negative) This energy recovery torque is sent to the motor controller, commanding the motor to perform full braking. Simultaneously, to ensure the stability of the braking trajectory and avoid unnecessary brake activation, the vehicle controller sends a mechanical braking torque request of 0 to the Vehicle Stability Assist (VSA) system, requesting that the hydraulic braking system not intervene. This achieves 100% energy recovery, maximizing energy savings.

[0056] In response to the absolute value of the final required torque |T cmd |>The absolute value of the maximum regenerative braking torque|T regen_max This indicates that regenerative braking alone cannot meet the braking force requirements. At this point, the maximum regenerative braking torque T... regen_max The energy recovery torque is sent to the motor controller to maximize the motor's energy recovery potential. Simultaneously, the vehicle controller calculates the braking force gap and sets the final required torque T accordingly. cmd With the maximum regenerative braking torque T regen_max By taking the difference, we obtain a negative torque difference, namely ΔT. mech =T cmd -T regen_max This difference represents the portion of braking force that the motor cannot provide in the required braking force. The difference ΔT... mech The negative value is sent as a mechanical braking torque request to the Vehicle Stability Assist (VSA), which then controls the hydraulic braking system to apply the remaining mechanical braking force. This method can achieve as much energy recovery as possible while ensuring the safety and smoothness of vehicle braking.

[0057] This solution introduces the vehicle's center-of-gravity acceleration as a smoothing reference benchmark for the ADAS target acceleration. The target acceleration output by ADAS represents the vehicle's expected acceleration, while the center-of-gravity acceleration reflects the vehicle's real-time motion and road surface adhesion conditions. By using the center-of-gravity acceleration to smooth and correct the volatile target acceleration signal, the resulting baseline target acceleration not only fully preserves the acceleration / deceleration control intent of the ADAS system but also filters out most invalid high-frequency noise and transient spikes, ensuring a continuous and smooth acceleration curve. Calculating the vehicle's required torque based on this smooth baseline target acceleration enables a smooth transition of torque commands, effectively suppressing torque output fluctuations and vehicle acceleration shocks, significantly improving overall vehicle ride smoothness and comfort.

[0058] This application also provides a vehicle torque control device. Figure 2 This is a schematic diagram of a vehicle torque control device according to an embodiment of the present invention. (Reference) Figure 2 The vehicle torque control device, applied to the vehicle controller, includes: The acquisition module 100 is configured to acquire the target acceleration output by the advanced driver assistance system and the vehicle's center of gravity acceleration. Processing module 200 is configured to perform smoothing correction processing on the target acceleration using the centroid acceleration to obtain a basic target acceleration; The determination module 300 is configured to determine the final required torque of the vehicle based on the base target acceleration; The control module 400 is configured to perform vehicle torque control using a motor controller based on the final required torque.

[0059] It should be understood that the specific features, operations, and details described above regarding the method of this application can also be similarly applied to the apparatus of this application, or vice versa. Furthermore, each step of the method of this application described above can be performed by a corresponding component or unit of the apparatus of this application.

[0060] It should be understood that each module / unit of the device in this application can be implemented wholly or partially through software, hardware, firmware, or a combination thereof. Each module / unit can be embedded in the processor of the electronic device in hardware or firmware form or independent of the processor, or it can be stored in the memory of the electronic device in software form for the processor to call to execute the operation of each module / unit. Each module / unit can be implemented as an independent component or module, or two or more modules / units can be implemented as a single component or module.

[0061] In addition, such as Figure 3As shown, this application also provides a vehicle, the vehicle 10 including a processor 20 and a memory 30 storing computer program instructions, wherein the processor 20 implements the steps of the above method when executing the computer program instructions.

[0062] This application also provides a computer-readable storage medium storing computer program instructions that, when executed by a processor, implement the above-described method.

[0063] Those skilled in the art will understand that the method steps of this application can be performed by a computer program instructing related hardware such as a robot or processor. The computer program can be stored in a non-transitory computer-readable storage medium, and its execution causes the steps of this application to be performed. Depending on the context, any reference herein to memory, storage, or other media may include non-volatile or volatile memory. Examples of non-volatile memory include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), flash memory, magnetic tape, floppy disk, magneto-optical data storage device, optical data storage device, hard disk, solid-state drive, etc. Examples of volatile memory include random access memory (RAM), external cache memory, etc.

[0064] The technical features described above can be combined arbitrarily. Although not all possible combinations of these technical features are described, any combination of these technical features should be considered to be covered by this specification, provided that such combination does not contain contradictions.

[0065] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle torque control method, characterized in that, Applied to a vehicle controller, the method includes: Obtain the target acceleration output by the advanced driver assistance system and the vehicle's center of gravity acceleration; The target acceleration is smoothed and corrected using the centroid acceleration to obtain the basic target acceleration; The final required torque of the vehicle is determined based on the aforementioned basic target acceleration; The vehicle torque is controlled using a motor controller based on the final required torque.

2. The vehicle torque control method according to claim 1, characterized in that, Obtaining the vehicle's center of gravity acceleration further includes: The acceleration of the vehicle's center of gravity is calculated using the following formula: in, For the acceleration of the vehicle's center of gravity, This is the proportionality coefficient. This is the calculated value of the longitudinal acceleration of the center of mass. Here, r is the measured value of the longitudinal acceleration of the center of mass, and r is the effective rolling radius of the wheel. Let N be the i-th effective wheel speed, and N be the number of effective wheel speeds, where N≥2. The longitudinal acceleration measured by the inertial measurement unit. wheelbase l Wheelbase b and steering angle The compensation value for the acceleration of the center of mass. θ The road surface slope angle, g This is the acceleration due to gravity.

3. The vehicle torque control method according to claim 1, characterized in that, The process of smoothing and correcting the target acceleration using the centroid acceleration to obtain the basic target acceleration further includes: An acceleration threshold is determined, and an acceleration value range is determined based on the acceleration threshold and the center of mass acceleration; the lower limit of the acceleration value range is the center of mass acceleration minus the acceleration threshold, and the upper limit of the acceleration value range is the center of mass acceleration plus the acceleration threshold. If the target acceleration is within the acceleration value range, then the target acceleration is directly used as the basic target acceleration; If the target acceleration is not within the acceleration value range, the centroid acceleration is iteratively adjusted with the acceleration limit threshold as the adjustment step size until the absolute value of the difference between the adjusted value and the target acceleration is less than the acceleration limit threshold. During the iterative adjustment, the value adjusted in the current iteration is used as the basic target acceleration. At the end of the iterative adjustment, the target acceleration is used as the basic target acceleration.

4. The vehicle torque control method according to claim 1, characterized in that, Determining the vehicle's final required torque based on the aforementioned target acceleration further includes: Obtain the acceleration correction amount that corrects for acceleration caused by vehicle drag, air resistance, and vehicle weight; The base target acceleration is corrected using the acceleration correction amount to obtain the final target acceleration; The final required torque of the vehicle is determined based on the final target acceleration.

5. The vehicle torque control method according to claim 4, characterized in that, Determining the vehicle's final required torque based on the final target acceleration further includes: Based on the final target acceleration, the feedforward target torque is obtained by querying the preset calibration data table; The difference between the feedforward target torque and the actual torque currently output by the motor controller is calculated, and the difference is input into the PID controller for closed-loop correction processing to obtain the final required torque of the vehicle.

6. The vehicle torque control method according to claim 1, characterized in that, Based on the aforementioned final required torque, vehicle torque control using a motor controller further includes: If the final required torque is positive, the final required torque is sent to the motor controller as the drive torque.

7. The vehicle torque control method according to claim 1, characterized in that, Based on the aforementioned final required torque, vehicle torque control using a motor controller further includes: If the final required torque is negative, then obtain the maximum regenerative braking torque of the motor. In response to the absolute value of the final required torque being less than or equal to the absolute value of the maximum regenerative braking torque, the final required torque is sent to the motor controller as the energy recovery torque, and simultaneously a mechanical braking torque request with a value of 0 is sent to the vehicle stability assist system; or In response to the absolute value of the final required torque being greater than the absolute value of the maximum regenerative braking torque, the maximum regenerative braking torque is sent to the motor controller as the energy recovery torque. At the same time, the difference between the final required torque and the maximum regenerative braking torque is calculated, and the difference is sent to the vehicle stability assist system as a mechanical braking torque request.

8. A vehicle torque control device, characterized in that, The device, applied to a vehicle controller, includes: The acquisition module is configured to acquire the target acceleration output by the advanced driver assistance system and the vehicle's center of gravity acceleration; The processing module is configured to perform smoothing correction processing on the target acceleration using the centroid acceleration to obtain the basic target acceleration; The determination module is configured to determine the final required torque of the vehicle based on the base target acceleration; The control module is configured to perform vehicle torque control using a motor controller based on the final required torque.

9. A vehicle, characterized in that, The vehicle includes: a processor and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the steps of the method according to any one of claims 1 to 7.

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

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