Vehicle torque control methods, devices, equipment, storage media, and program products

Abstract

This application discloses a method, apparatus, device, storage medium, and program product for controlling vehicle torque, and belongs to the field of vehicle control. The method includes determining at least one of the vehicle's driving mode or shift position based on the vehicle's driving parameters; determining a first wheel-end torque change and a second wheel-end torque change based on a required wheel-end torque, a first wheel-end torque, a second wheel-end torque, and a correction coefficient when at least one of the driving mode or shift position is changed, with the second wheel-end torque change and the first wheel-end torque change having opposite change trends; determining a first torque adjustment step size and a second torque adjustment step size based on the first wheel-end torque change, the second wheel-end torque change, and the driving scene; adjusting the vehicle's torque using the first torque adjustment step size and the second torque adjustment step size; and controlling the vehicle's movement based on the adjusted torque. The method can improve the stability and safety of the vehicle while it is running.

Description

[[Technical Field]]

[0001] Embodiments of the present application relate to the field of vehicle control, and in particular to a vehicle torque control method, apparatus, device, storage medium and program product. [[Background Art]]

[0002] With the rapid development of the automobile industry, hybrid electric vehicles, as a vehicle type combining the advantages of conventional fuel vehicles and battery electric vehicles, have received widespread attention in the market. Among them, multi-speed four-wheel drive hybrid vehicles have become the focus of the market due to their superior power performance and adaptability. [[Summary of the Invention]]

[0003] An embodiment of the present application ,car provides a torque control method, apparatus, device, storage medium and program product 。

[0004] In some embodiments of the present application , which is a vehicle torque control method, comprising: determining at least one of a driving mode or a shift position of the vehicle based on driving parameters of the vehicle; when at least one of the driving mode or the shift position is changed, determining a first wheel-end torque change and a second wheel-end torque change based on a requested wheel-end torque, a first wheel-end torque, a second wheel-end torque and a correction coefficient; determining a first torque adjustment step size and a second torque adjustment step size based on the first wheel-end torque change, the second wheel-end torque change and the driving scene, adjusting the torque of the vehicle using the first torque adjustment step size and the second torque adjustment step size, and controlling movement of the vehicle based on the adjusted torque. The present invention provides a method in which the change trends of the second wheel end torque and the first wheel end torque are inverse, the required wheel end torque is the converted wheel end torque of the vehicle, the first wheel end torque and the second wheel end torque are torques corresponding to different drive motors before the change in the drive mode or shift position, and the correction coefficient is determined based on the driving scene of the vehicle and the driving parameters.

[0005] In some embodiments of the present application A vehicle torque control device, A first determination module for determining at least one of the vehicle's drive mode or shift position based on the vehicle's driving parameters, When at least one of the above drive modes or shift positions is changed, a second determination module is provided for determining the first wheel-end torque change and the second wheel-end torque change based on the required wheel-end torque, the first wheel-end torque, the second wheel-end torque, and a correction coefficient. Includes a control module for determining a first torque adjustment step size and a second torque adjustment step size based on the first wheel end torque change, the second wheel end torque change, and the driving scene, adjusting the torque of the vehicle using the first torque adjustment step size and the second torque adjustment step size, and controlling the movement of the vehicle based on the adjusted torque, The present invention provides a device in which the change trends of the second wheel end torque and the first wheel end torque are inverse, the required wheel end torque is the converted wheel end torque of the vehicle, the first wheel end torque and the second wheel end torque are torques corresponding to different drive motors before the change in the drive mode or shift position, and the correction coefficient is determined based on the driving scene of the vehicle and the driving parameters.

[0006] In some embodiments of the present applicationThe present invention provides a computer device comprising a processor and memory, wherein at least one program code is stored in the memory, and the at least one program code is loaded and executed by the processor so that the computer device implements the vehicle torque control method described in any one of the above.

[0007] In some embodiments of the present application The present invention further provides a computer-readable storage medium that stores at least one program code, the at least one program code being loaded and executed by a processor such that the computer implements the vehicle torque control method described in any one of the above.

[0008] In some embodiments of the present application The present invention further provides a computer program or computer program product which stores at least one computer instruction, the at least one computer instruction being loaded and executed by a processor such that the computer implements any one of the above vehicle torque control methods. [Brief explanation of the drawing]

[0009] To more clearly explain the technical concept in the embodiments of this application, the drawings necessary for describing the embodiments are briefly introduced below. Clearly, the drawings in the following description are only a few embodiments of this application, and those skilled in the art can obtain other drawings based on these without any creative work. [Figure 1] This is a schematic diagram of the execution environment provided by the embodiment of the present application. [Figure 2] This is a flowchart of the vehicle torque control method provided by the embodiment of the present invention. [Figure 3] This is a schematic diagram of the vehicle torque control process provided by the embodiment of the present invention. [Figure 4]This is a schematic diagram of a vehicle provided by an embodiment of the present application. [Figure 5] This is a schematic diagram of a vehicle torque control device provided by an embodiment of the present invention. [Figure 6] This is a schematic diagram of the structure of the terminal device provided by the embodiment of the present application. [Figure 7] This is a schematic diagram of the structure of the server provided by the embodiment of the present invention. [Modes for carrying out the invention]

[0010] To further clarify the purpose, technical proposal, and advantages of this application, embodiments of this application will be described in more detail below in conjunction with the drawings.

[0011] It should be noted that terms such as “First,” “Second,” etc., used in this application are for distinguishing similar subjects and do not necessarily describe a specific order or sequence of steps. It should be understood that these terms may be substituted for each other where appropriate, so that the embodiments of this application described herein may be carried out in an order other than that illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. On the contrary, they are merely examples of apparatus and methods consistent with some aspects of this application detailed in the appended claims.

[0012] In related technologies, taking multi-speed four-wheel drive hybrid vehicles as an example, it is often necessary to switch driving modes while the vehicle is in motion. During the process of switching driving modes, the distribution of total torque at the wheel ends between the front and rear wheel drive motors changes due to a change in the shift position of the front drive axle gearbox. During the process of torque redistribution and transition, torque interruption or loss of power may occur, potentially affecting the stability and safety of the vehicle.

[0013] Figure 1 is a schematic diagram of an execution environment provided by an embodiment of the present invention. As shown in Figure 1, the execution environment includes a vehicle 101 and a vehicle control system 102 for controlling the vehicle 101 to perform corresponding operations, wherein the vehicle control system 102 may be located inside the vehicle 101, for example, as an in-vehicle terminal, or the vehicle control system 102 may be located outside the vehicle 101, for example, as a cloud control system.

[0014] The vehicle control system 102 may be a single independent server, or the vehicle control system 102 may be a server cluster composed of a plurality of servers each implementing different functions, or the vehicle control system 102 may be a cloud computing center.

[0015] The vehicle 101 is a four-wheel drive hybrid vehicle having a plurality of shift positions. The vehicle 101 has a front wheel drive motor and a rear wheel drive motor, wherein at least one of the front wheel drive motor and the rear wheel drive motor controls the movement of the vehicle. The front wheel drive motor is a drive motor mounted on the front part of the vehicle, and is mainly responsible for supplying power to the front wheels to drive the vehicle forward. The rear wheel drive motor is a drive motor mounted on the rear part of the vehicle, and is mainly responsible for supplying power to the rear wheels to drive the vehicle forward. For example, the front wheel drive motor and the rear wheel drive motor can simultaneously control the movement of the vehicle.

[0016] The vehicle 101 may also have a communication function. A communication module supporting wireless communication technology or wired communication technology is installed in the vehicle 101, and the vehicle 101 exchanges data with the vehicle control system 102 via the communication module.

[0017] Based on the execution environment shown in FIG. 1 above, an embodiment of the present application provides a vehicle torque control method. As shown in FIG. 2, taking an example in which the method is applied to a vehicle control system, the method may include step 201 to step 203.

[0018] In step 201, at least one of a driving mode of the vehicle or a shift position is determined based on travel parameters of the vehicle.

[0019] In an exemplary embodiment of the present invention, taking the vehicle as a multi-speed four-wheel drive hybrid vehicle, the front-wheel drive motor and rear-wheel drive motor of the vehicle drive the vehicle simultaneously. The vehicle's driving parameters are parameters related to the vehicle's driving state and include, but are not limited to, vehicle speed, accelerator pedal position, engine operating state, state of charge (SOC) of the power battery, drive mode, shift position, and driving mode. At least one of the drive mode or shift position is determined in accordance with the vehicle's driving parameters. Here, the vehicle's driving parameters can also be used to determine the first wheel-end torque and the second wheel-end torque of the vehicle, where the wheel-end torque is the torque received by the wheels during the vehicle's movement process, the first wheel-end torque is the wheel-end torque corresponding to the current vehicle's front-wheel drive motor, and the second wheel-end torque is the wheel-end torque corresponding to the current vehicle's rear-wheel drive motor.

[0020] In one embodiment of the present invention, the first wheel-end torque and the second wheel-end torque are determined based on parameters such as vehicle speed, accelerator pedal position, engine rotational speed, and shift position, and can be obtained by a certain calculation method or by searching a wheel-end torque table. Here, the calculation method for the first and second wheel-end torques may differ for different vehicles, and the wheel-end torque table can be obtained by experimental testing or calculation simulation before vehicle shipment. For example, the wheel-end torque table includes the first and second wheel-end torques corresponding to different vehicle speeds, accelerator pedal positions, engine rotational speeds, and shift positions. During vehicle operation, the table is searched using vehicle parameters acquired in real time to obtain the first and second wheel-end torques corresponding to the current vehicle parameters.

[0021] In step 202, if at least one of the drive mode or shift position is changed, the first wheel-end torque change and the second wheel-end torque change are determined based on the required wheel-end torque, the first wheel-end torque, the second wheel-end torque, and a correction coefficient, where the change trends of the second wheel-end torque change and the first wheel-end torque change are inverse, the required wheel-end torque is the wheel-end torque to be converted by the vehicle, the first wheel-end torque and the second wheel-end torque are the torques corresponding to different drive motors before the change in drive mode or shift position, and the correction coefficient is determined based on the vehicle's driving scene and driving parameters.

[0022] For example, a change in drive mode or shift position can cause a change in torque from the drive motor to the wheel end. The desired wheel end torque is the torque that the driver wants to apply to the wheel, based on the driver's driving intention. Here, the driver's driving intention includes, but is not limited to, acceleration, deceleration, cruising, and turning, and the circumstances that cause a change in shift position include, but are not limited to, the vehicle speed exceeding a speed threshold range and the change in the gradient value of the road surface on which the vehicle is traveling being greater than or equal to a gradient change threshold.

[0023] The driver's intention is determined by utilizing changes in the vehicle's driving parameters. For example, changes in accelerator pedal position and shift position reflect the driver's intention to accelerate, changes in brake pedal position and shift position reflect the driver's intention to decelerate, and changes in steering angle reflect the driver's intention to turn. After determining the driver's intention, a reference torque is obtained by product of vehicle speed, accelerator opening, and shift position, and the reference torque is adjusted according to the driver's intention to obtain the required wheel-end torque.

[0024] Here, the driver's intention may differ, and the type of corresponding adjustment parameter may also differ. After the driver's intention is determined, the magnitude of the adjustment parameter corresponding to the driver's intention is further determined based on the driving parameters. For example, if the rate of change of the pedal position exceeds a change threshold, the torque adjustment parameter is determined based on the amount by which the change threshold is exceeded. Here, the larger the amount by which the rate of change of the pedal position exceeds the change threshold, the larger the torque adjustment parameter becomes. The product of the reference torque and the torque adjustment parameter is calculated to obtain the required wheel end torque.

[0025] The circumstances under which the drive mode changes include, but are not limited to, at least one of the following: the vehicle's drive mode changing from drive by one set of drive motors to drive by two sets of drive motors; the vehicle's drive mode changing from drive by two sets of drive motors to drive by one set of drive motors; or any drive motor failing. For example, two sets of drive motors each drive the rotation of either the front or rear wheels of the vehicle, and each set of drive motors includes at least one drive motor. Let us explain this using the example of each set of drive motors including one drive motor.

[0026] For example, if the current drive mode is a single drive motor drive mode, and at least one of the following is detected: the required wheel end torque exceeds the torque threshold range, the vehicle's battery charge state exceeds the charge threshold range, the vehicle's engine operating state changes, or the amount of change in the gradient value of the road surface on which the vehicle is traveling is greater than or equal to the gradient change threshold, the vehicle's drive mode will be changed to a single drive motor drive mode. Drive The system switches from motor drive to drive with two drive motors. Alternatively, if the current drive mode is a two-drive-motor drive mode and a failure is detected in one of the vehicle's drive motors, the system changes the vehicle's drive mode to single-drive-motor drive.

[0027] Here, changing the shift position or the drive mode can both cause a change in wheel-end torque. That is, the required wheel-end torque is different from the sum of the first and second wheel-end torques. For example, the torque adjustment mechanism can be triggered if any one of the following conditions is met: the vehicle speed is less than or greater than the minimum speed threshold; the required wheel-end torque is less than or greater than the minimum torque threshold; the vehicle's battery SOC is less than or greater than the maximum torque threshold; or the change in the gradient value (uphill or downhill) of the road surface on which the vehicle is traveling is relatively large. For example, if the uphill gradient is relatively large, the vehicle will switch from being driven by a single drive motor to being driven by two drive motors in order to improve the vehicle's power performance and climbing ability.

[0028] When a change in drive mode triggers a torque adjustment mechanism, that is, when changing from driving a vehicle with a single drive motor to driving a vehicle with two drive motors, or from driving a vehicle with two drive motors to driving a vehicle with a single drive motor, torque is transmitted to the wheels via a single or dual transmission path, thereby independently or cooperatively controlling the torque of the wheels.

[0029] In an exemplary embodiment of the present invention, when the driver controls the vehicle to change the drive mode or shift position, the driver needs to adjust the torque from the front wheel drive motor to the wheel end and the torque from the rear wheel drive motor to the wheel end. The target shift position or target drive mode is determined by the vehicle's driving parameters, where the wheel end torque corresponding to the target shift position or target drive mode is the required wheel end torque. The target shift position is the shift position the driver intends to switch to, and the target drive mode is the drive mode the driver intends to switch to. For example, the target shift position is determined by parameters such as the position of the accelerator pedal and the vehicle speed. If the accelerator pedal is pressed down, the target shift position may be smaller than the current vehicle shift position, and if the vehicle speed increases, the target shift position may be larger than the current vehicle shift position.

[0030] When the vehicle's driving parameters meet the conditions for a shift position change or a drive mode change, the Hybrid Vehicle Control Unit (HCU) transmits the target shift position or target drive mode to the Transmission Control Unit (TCU), and the TCU initiates gear shift torque intervention. Alternatively, if the TCU detects that the target shift position does not match the actual shift position or that the target drive mode does not match the actual drive mode, the TCU initiates torque intervention.

[0031] For the purposes of this invention, while a change in shift position or drive mode is used as an example to illustrate the triggering of wheel-end torque intervention, other wheel-end torque intervention conditions can be set based on the actual conditions of the vehicle, and this invention is not limited to these conditions.

[0032] Before the TCU initiates torque intervention, the first and second wheel-end torque changes can also be determined based on the required wheel-end torque, the first wheel-end torque, the second wheel-end torque, and the first torque change threshold. This process may include steps 2021 and 2022.

[0033] In step 2021, the third and fourth wheel end torques are determined based on the required wheel end torque, the first wheel end torque, the second wheel end torque, and the first torque change threshold.

[0034] Exemplary, the total amount of wheel-end torque variation is determined based on the required wheel-end torque, the first wheel-end torque, and the second wheel-end torque, where the total amount of wheel-end torque variation is equal to the required wheel-end torque minus the first and second wheel-end torques. The total amount of wheel-end torque variation is achieved jointly by the vehicle's front-wheel drive motor and rear-wheel drive motor. The first torque change threshold is less than or equal to the maximum torque change corresponding to the front-wheel drive motor and the rear-wheel drive motor, and also less than or equal to the torque from the front-wheel drive motor to the wheel end or from the rear-wheel drive motor to the wheel end.

[0035] The third wheel-end torque (change in torque from the front-wheel drive motor to the wheel end) and the fourth wheel-end torque (change in torque from the rear-wheel drive motor to the wheel end) are determined by the total amount of torque change at the wheel end and the first torque change threshold. Here, the third and fourth wheel-end torques are initial values ​​of the wheel-end torques, the sum of the third and fourth wheel-end torques is the total amount of torque change at the wheel end, the sum of the torque from the front-wheel drive motor to the wheel end and the third wheel-end torque is less than the maximum torque corresponding to the front-wheel drive motor, and the sum of the torque from the rear-wheel drive motor to the wheel end and the fourth wheel-end torque is less than the maximum torque corresponding to the rear-wheel drive motor.

[0036] The embodiment of the present invention improves vehicle safety while in motion by initially limiting the amount of change in wheel end torque, thereby avoiding to a certain extent safety risks such as wheel slippage or runaway vehicle due to excessive changes in wheel end torque.

[0037] In the exemplary embodiment of the present application, the third wheel end change Torque and the fourth wheel end change Before correcting the torque, a first correction factor and a second correction factor can be determined based on the vehicle's driving scene and driving parameters, and the correction coefficient can be determined using the first and second correction factors.

[0038] In one embodiment of the present invention, the vehicle driving scene includes the driving surface environment, and different driving scenes correspond to different driving surface environments. For example, the driving scene includes, but is not limited to, driving in rainy weather, driving in snowy weather, driving on dry roads, and driving on muddy roads. Different driving scenes have different effects on the change in wheel end torque, and therefore different driving scenes correspond to different first correction factors. Here, the first correction factor is obtained from test experimental data or simulation analysis corresponding to the vehicle.

[0039] For example, on wet surfaces, it is necessary to increase the torque distribution of the rear-wheel drive motor to improve vehicle stability and maneuverability. Therefore, a corresponding first correction factor can be determined depending on the driving scenario.

[0040] In another embodiment of the present invention, the driving parameters include, but are not limited to, the driving mode (e.g., eco mode, sport mode, snow mode, etc.), vehicle speed, steering angle, acceleration, battery level, and temperature, and the state of the vehicle is determined using the driving parameters, and different vehicle states correspond to different second correction factors, where the second correction factors are obtained from test experimental data or simulation analysis corresponding to the vehicle.

[0041] For example, based on driving parameters such as vehicle speed and acceleration, it is determined that the vehicle is switching from a low-speed shift position to a high-speed shift position. To improve the vehicle's acceleration performance more quickly, the wheel-end torque corresponding to the front-wheel drive motor is increased, allowing the front wheels to gain greater traction and propel the vehicle forward more quickly. In this case, to maintain the vehicle's stability, the wheel-end torque corresponding to the rear-wheel drive motor needs to be decreased. A second correction factor corresponding to the driving parameters is determined.

[0042] Here, since the first and second correction factors have different degrees of influence on the torque change at the wheel end, by assigning different weights to the first and second correction factors, the corresponding correction coefficient is obtained by using the product of the correction factor and its corresponding weight, and the final correction coefficient is obtained by summing the correction coefficients.

[0043] It should be noted that the method for determining the corresponding correction coefficient described in this application is illustrative, and the corresponding correction coefficient can also be determined based on the actual conditions of the vehicle, and this application is not limited to this.

[0044] In step 2022, the third and fourth wheel end torques are corrected based on the correction coefficient to obtain the first and second wheel end torques.

[0045] For example, the correction coefficient includes two coefficients, each correcting the change in torque from the vehicle's front-wheel drive motor to the wheel end and from the rear-wheel drive motor to the wheel end, respectively. After obtaining the correction coefficient, the third and fourth wheel end torque changes are corrected using the correction coefficient. For example, the third and fourth wheel end torque changes are multiplied by the corresponding correction coefficients to obtain the first and second wheel end torque changes.

[0046] Selectively, after correcting the third and fourth wheel-end torques using correction coefficients, the corrected wheel-end torques of the front and rear wheel drive motors can also be considered. For example, after correcting the third and fourth wheel-end torques using correction coefficients, a first and second reserve wheel-end torque are obtained. The first reserve wheel-end torque is the sum of the torque from the vehicle's front wheel drive motor to the wheel end and the corrected third wheel-end torque, and the second reserve wheel-end torque is the sum of the torque from the vehicle's rear wheel drive motor to the wheel end and the corrected fourth wheel-end torque. Here, the third and fourth wheel-end torques consist of symbols and numerical values, the symbols including "+" and "-", where "+" indicates an increasing trend in wheel-end torque change and "-" indicates a decreasing trend in wheel-end torque change, and the increased or decreased wheel-end torque values ​​are the numerical values ​​for the third and fourth wheel-end torques. If the difference between the torque at the first spare wheel end and the torque at the second spare wheel end is greater than or equal to the set torque threshold, the correction coefficient is further adjusted to make the difference between the torque at the first spare wheel end and the torque at the second spare wheel end less than the set torque threshold.

[0047] By limiting the difference between the torque of the first reserve wheel end and the torque of the second reserve wheel end, the difference between the front wheel torque and rear wheel torque of the vehicle is reduced, improving the balance and stability of the vehicle while it is running.

[0048] If the difference between the first reserve wheel end torque and the second reserve wheel end torque is smaller than the set torque threshold, a correction coefficient is used to directly correct at least one of the third wheel end torque change and the fourth wheel end torque change to obtain the first wheel end torque change and the second wheel end torque change.

[0049] The exemplary embodiment of the present invention corrects the third and fourth wheel-end torques using a correction coefficient to obtain the first and second wheel-end torques, thereby improving the accuracy of the first and second wheel-end torques, and thereby improving the stability and safety of the vehicle in different driving scenarios and effectively improving the driving experience.

[0050] For example, in the process of determining the first and second wheel end torques, the trends in change of the second and first wheel end torques are inverse, and the sum of the changes in the second and first wheel end torques is less than or equal to the second torque change threshold.

[0051] For example, during a vehicle's gear shift or drive mode change, if the wheel-end torque of the front-wheel drive motor increases, the wheel-end torque of the rear-wheel drive motor decreases, or if the wheel-end torque of the front-wheel drive motor decreases, the wheel-end torque of the rear-wheel drive motor increases. Here, the change in wheel-end torque of the front-wheel drive motor is the first wheel-end torque change, the change in wheel-end torque of the rear-wheel drive motor is the second wheel-end torque change, and the torque from the rear-wheel drive motor to the wheel end is equal to the difference between the total torque at the required wheel end and the torque from the front-wheel drive motor to the wheel end. In the process of controlling the dynamic change in torque, the change in the sum of the second wheel-end torque change and the first wheel-end torque change is less than or equal to the second torque change threshold, that is, the change in the total torque at the required wheel end is less than or equal to the second torque change threshold. Here, the second torque change threshold is set based on the actual conditions of the vehicle. For example, the sum of the second wheel-end torque change and the first wheel-end torque change is either unchanged or the change is very small.

[0052] In the embodiment of the present invention, during the wheel end torque change process, the change trends of the second wheel end torque and the first wheel end torque are opposite, but the sum of the two does not change or the amount of change is very small. When the power of the front wheel drive motor is interrupted, the wheel end torque of the rear wheel drive motor compensates for it, effectively avoiding power loss while the vehicle is running, thereby improving the stability and safety of the vehicle while it is in operation.

[0053] In step 203, the first torque adjustment step size and the second torque adjustment step size are determined based on the first wheel end torque change, the second wheel end torque change, and the driving scene. The torque of the vehicle is adjusted using the first torque adjustment step size and the second torque adjustment step size, and the movement of the vehicle is controlled based on the adjusted torque.

[0054] In the exemplary embodiment of the present application, after determining the first wheel-end torque change and the second wheel-end torque change, the first reference torque step size and the second reference torque step size can be determined based on the first wheel-end torque change, the second wheel-end torque change and vehicle parameters, where the first reference torque step size is positively correlated with the first wheel-end torque change, and the second reference torque step size is positively correlated with the second wheel-end torque change. That is, the larger the change in wheel-end torque, the larger the corresponding reference torque step size, and the smaller the change in wheel-end torque, the smaller the corresponding reference torque step size.

[0055] The total response time for the first and second wheel-end torque changes is determined by the vehicle's technical parameters. The total response time for the wheel-end torque changes is the total time required from the driver's input (e.g., pressing the accelerator pedal) until the vehicle actually produces the corresponding torque change.

[0056] The response period is determined based on the total response time of the wheel-end torque change, which includes multiple response periods. When determining the number of response periods, it can be set based on the actual conditions of the vehicle. The ratio of the first wheel-end torque change, the second wheel-end torque change, and the response period is used to determine the first and second reference torque step sizes. For example, if the total response time is 200 ms and the response period is 10 ms, the number of response periods is determined to be 20, and the ratio of the first wheel-end torque change, the second wheel-end torque change, and 20 is used as the first and second reference torque step sizes.

[0057] For example, if the driving scenario changes, the first reference torque step size and the second reference torque step size can be further adjusted using the driving scenario to obtain the first torque adjustment step size and the second torque adjustment step size.

[0058] In the process of determining the number of response cycles, the first reference torque step size and the second reference torque step size can be further adjusted based on parameters corresponding to the vehicle's driving scenario. Through road tests and data analysis under different driving conditions, torque response curves are obtained at different speeds, loads, and road conditions. The torque response curves are used to determine auxiliary adjustments to the first reference torque step size and the second reference torque step size, thereby obtaining the first torque adjustment step size and the second torque adjustment step size.

[0059] For example, when the road conditions on which the vehicle is traveling are relatively poor, the torque needs to be adjusted frequently. In this case, the stability of the vehicle is improved by reducing the first and second reference torque step sizes, i.e., by increasing the number of response cycles. Also, for example, when the road conditions on which the vehicle is traveling are good, the smoothness and comfort of driving are improved by increasing the first and second reference torque step sizes, i.e., by reducing the number of response cycles.

[0060] The embodiment of the present application is the first torque adjustment By dynamically adjusting the step size and second torque adjustment step size, the vehicle can not only respond quickly to torque adjustments, but also adapt to different road conditions and different driving modes, improving the vehicle's stability and safety.

[0061] In the exemplary embodiments of the present invention, the drive torque corresponding to the drive motor can also be determined before adjusting the vehicle torque based on the first wheel-end torque change and the second wheel-end torque change. The process of determining the drive torque corresponding to the drive motor includes determining a first drive torque, which is the torque corresponding to the first drive motor, and a second drive torque, which is the torque corresponding to the second drive motor, based on the first wheel-end torque change, the second wheel-end torque change, the first wheel-end torque, the second wheel-end torque, and the total gear ratio from the drive motor to the wheel end; and sequentially increasing or decreasing a first torque adjustment step size of a first quantity for the first drive torque and sequentially decreasing or increasing a second torque adjustment step size of a second quantity for the second drive torque.

[0062] Let's take the example where the first wheel-end torque change is the torque change from the front-wheel drive motor to the wheel end, and the second wheel-end torque change is the torque change from the rear-wheel drive motor to the wheel end. The total gear ratio from the drive motor to the wheel end is a parameter that represents the ratio relationship between the rotational speed of the drive motor and the rotational speed of the wheel. The total gear ratio from the drive motor to the wheel end influences the process by which the rotational speed output from the motor is transmitted to the wheel via the transmission system and affects the final rotational speed of the wheel. For example, the total gear ratio from the drive motor to the wheel end can be obtained by searching a table based on the motor parameters, gearbox parameters, and differential gear parameters in the vehicle's running parameters.

[0063] The required torque for the drive motor is determined using the torque from the drive motor to the wheel end and the total gear ratio. We will explain this using the calculation of the required torque for the second drive motor as an example. The total gear ratio from the drive motor to the wheel end is the second total gear ratio R2, and the first wheel end torque k1 and the second drive torque T2 satisfy T2 = (k - k1) / R2, where k is the required wheel end torque.

[0064] For example, the first drive motor is a front-wheel drive motor, the second drive motor is a rear-wheel drive motor, and the second drive torque T2 is the required torque for the rear-wheel drive motor, that is, the required torque for the rear-wheel drive motor = (required total torque at the wheel end - torque from the front-wheel drive motor to the wheel end) / total gear ratio from the rear-wheel drive motor to the wheel end. Here, the torque from the front-wheel drive motor to the wheel end = actual torque of the front-wheel drive motor × gearbox gear ratio × front-wheel drive motor final gear ratio.

[0065] After determining the first and second drive torques, the vehicle torque change can be further controlled using the first and second torque adjustment step sizes. For example, the first torque adjustment step size can be sequentially increased or decreased by a first quantity for the first drive torque, and the second torque adjustment step size can be sequentially decreased or increased by a second quantity for the second drive torque, where the first and second quantities may be the same or different. As an example of the first and second quantities being different, suppose the first quantity is 15 and the second quantity is 20, and it is necessary to increase the first drive torque and decrease the second drive torque. In this case, the first torque adjustment step size can be sequentially increased by 1 until the number of increased first torque adjustment step sizes reaches 15, and similarly, the second torque adjustment step size can be sequentially decreased by 1 until the number of decreased second torque adjustment step sizes reaches 20.

[0066] In the embodiment of the present invention, when the drive mode is changed or the shift position is changed, the first wheel-end torque and the second wheel-end torque are determined by the required wheel-end torque, the first wheel-end torque, the second wheel-end torque, and a correction coefficient, and the correction coefficient is determined using the driving scene and driving parameters to obtain a more accurate correction coefficient for different driving scenes of the vehicle. The change trends of the first wheel-end torque and the second wheel-end torque are opposite, which avoids torque interruption during gear shift and drive mode change processes, improving stability and safety while the vehicle is running, and the torque of the vehicle is adjusted using the first torque adjustment step size and the second torque adjustment step size to improve stability during the vehicle torque change process to a certain extent.

[0067] To better explain the method of controlling vehicle torque, we will describe, as an example, the control of the vehicle torque change process when the vehicle speed decreases. Figure 3 is a schematic diagram of the vehicle torque control process provided by the embodiment of the present invention. As shown in Figure 3, while the vehicle is running, the vehicle speed decreases, and when the vehicle speed decreases to a speed threshold, a change in the drive mode and a change in the shift position are triggered. For example, at time t1, a jump in the drive mode may be triggered, that is, a jump from a low level to a high level of the drive mode signal may be detected, and at time t1, a change in the shift position of the drive motor may be triggered, that is, the shift position of the drive motor can be changed from a high shift position to a low shift position.

[0068] Let's explain using the gear shift process as an example. When the gear shift (ShiftinProgress) signal is at a low level, the vehicle is moving in its current shift position. When the ShiftinProgress signal is at a high level, it indicates that the vehicle is in a gear shift state, that is, during the time period t1 to t2, the vehicle switches from one shift position to another, and at time t2, the vehicle completes the gear shift.

[0069] During the gear shift process, the HCU transmits the change in the requested shift position to the TCU, which then controls the vehicle's torque. The HCU generates the HCU front motor torque request signal and the HCU rear motor torque request signal based on the change in the requested shift position, and transmits these signals to the TCU. The TCU then controls the torque of the front-wheel drive motor and the rear-wheel drive motor, respectively, based on these signals. Here, the torque changes of the front-wheel drive motor and the rear-wheel drive motor are inverse. For example, during the gear shift process, the torque of the front-wheel drive motor increases and the torque of the rear-wheel drive motor decreases. At the end of the gear shift, the HCU requests a change in the synchronizer state. For example, if the HCU requests a jump in the synchronizer state, it indicates that the gear shift is complete.

[0070] Figure 4 is a schematic diagram of a vehicle provided by an embodiment of the present invention. As shown in Figure 4, the vehicle includes an engine 401, a clutch 402, an integrated starter and generator (ISG) 403, a three-speed hybrid drive transmission (3DHT) 404, a front-wheel drive motor (TMF) 405, a differential 406, front wheels 407, rear-wheel drive motors (TMR) 408, and rear wheels 409.

[0071] This explanation uses the control of vehicle torque changes during the drive mode change process as an example. change During the process, the engine 401 disconnects from the transmission system via the clutch 402, the front wheel drive motor 405 disconnects from the front wheel 407, and the ISG 403 controls the rotational speed of the engine 401 in preparation for the drive mode change process; that is, in this case, the front wheel drive motor 405 does not participate in operation. The 3DHT 404 selects the corresponding drive mode based on the vehicle's driving parameters.

[0072] For example, the vehicle control system selects a corresponding drive mode based on the vehicle's driving parameters, such as when both the front-wheel drive motor 405 and the rear-wheel drive motor 408 drive the vehicle. The system sends control signals to the front-wheel drive motor 405 and the rear-wheel drive motor 408 to adjust the torque output from the motors. For example, by adjusting the torque change (increase or decrease) of the front-wheel drive motor 405 and the rear-wheel drive motor 408, the system adjusts the torque output from the motors and assists in completing the drive mode change.

[0073] After the drive mode is changed, the clutch 402 engages again, and the power from the engine 401 is transmitted via the 3DHT 404 and the differential 406, ultimately acting on the front wheels 407 and rear wheels 409, driving the vehicle to continue running in the changed drive mode and with the changed torque. Throughout the entire drive mode change process, the cooperative operation of each component ensures smooth adjustment of the vehicle torque, thereby ensuring driving comfort and safety.

[0074] The process by which the front-wheel drive motor and rear-wheel drive motor control the increase or decrease of torque will be explained in detail in steps 201 to 203, and will be omitted here.

[0075] The present invention further provides a vehicle torque control device. Figure 5 is a schematic diagram of a vehicle torque control device provided by an embodiment of the present invention, and as shown in Figure 5, the device is A first determination module 501 for determining at least one of the vehicle's drive mode or shift position based on the vehicle's driving parameters, When at least one of the drive mode or shift position is changed, a second determination module 502 is provided for determining the first wheel-end torque change and the second wheel-end torque change based on the required wheel-end torque, the first wheel-end torque, the second wheel-end torque, and a correction coefficient. The system includes a control module 503 for determining a first torque adjustment step size and a second torque adjustment step size based on a first wheel end torque change, a second wheel end torque change and the driving scene, adjusting the vehicle's torque using the first torque adjustment step size and the second torque adjustment step size, and controlling the vehicle's movement based on the adjusted torque, wherein the change trends of the second wheel end torque change and the first wheel end torque change are inverse, the required wheel end torque is the converted wheel end torque of the vehicle, the first wheel end torque and the second wheel end torque are torques corresponding to different drive motors before a change in drive mode or shift position, and the correction coefficient is determined based on the vehicle's driving scene and driving parameters.

[0076] In one possible embodiment, a second determination module 502 is used to determine a first correction factor and a second correction factor based on the vehicle's driving scene and driving parameters, and to determine a correction coefficient using the first correction factor and the second correction factor. The second determination module 502 is used to determine the third and fourth wheel end torques based on the required wheel end torque, the first wheel end torque, the second wheel end torque, and the first torque change threshold. The third and fourth wheel end torques are corrected based on the correction coefficient to obtain the first and second wheel end torques.

[0077] In one possible embodiment, the control module 503 is used to determine a first reference torque step size and a second reference torque step size based on a first wheel-end torque change, a second wheel-end torque change, and vehicle technical parameters, where the first reference torque step size is positively correlated with the first wheel-end torque change, and the second reference torque step size is positively correlated with the second wheel-end torque change. When the driving scene changes, the driving scene is used to adjust the first reference torque step size and the second reference torque step size to obtain the first torque adjustment step size and the second torque adjustment step size.

[0078] In one possible embodiment, the sum of the torque changes at the second wheel end and the torque changes at the first wheel end is less than or equal to the second torque change threshold.

[0079] In one possible embodiment, the control module 503 is further used to determine a first drive torque and a second drive torque based on a first wheel end torque change, a second wheel end torque change, a first wheel end torque, a second wheel end torque and the total gear ratio from the drive motor to the wheel end, wherein the first drive torque is the torque corresponding to the first drive motor and the second drive torque is the torque corresponding to the second drive motor. The control module 503 is used to sequentially increase or decrease a first torque adjustment step size of a first quantity for the first drive torque of the vehicle, and to sequentially decrease or increase a second torque adjustment step size of a second quantity for the second drive torque of the vehicle.

[0080] In one possible embodiment, the circumstances under which the drive mode changes include at least one of the following: the vehicle's drive mode changing from drive by one set of drive motors to drive by two sets of drive motors; the vehicle's drive mode changing from drive by two sets of drive motors to drive by one set of drive motors; or any of the drive motors failing.

[0081] In one possible embodiment, the second decision Module 502 is further used to determine the driver's intent and reference torque based on driving parameters, and to adjust the reference torque based on the driver's intent to obtain the required wheel end torque.

[0082] The vehicle torque control device of the embodiment of the present invention determines the first wheel-end torque change and the second wheel-end torque change based on the required wheel-end torque, the first wheel-end torque, the second wheel-end torque, and a correction coefficient when the drive mode is changed or the shift position is changed, and determines the correction coefficient using the driving scene and driving parameters to obtain a more accurate correction coefficient for different driving scenes of the vehicle. The change trends of the first wheel-end torque change and the second wheel-end torque change are opposite, which avoids torque interruption during gear shift and drive mode change processes, improving stability and safety while the vehicle is running, and adjusts the vehicle torque using the first torque adjustment step size and the second torque adjustment step size to improve stability during the vehicle torque change process to a certain extent.

[0083] It should be understood that, when the device provided above realizes its functions, examples are given only in terms of the division of each functional module described above. 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 realize all or some of the functions described above. Furthermore, the device provided by the above embodiment belongs to the same concept as the embodiment of the method, and its specific implementation process is described in detail in the embodiment of the method, and is omitted here.

[0084] Figure 6 is a schematic diagram of the structure of a terminal device 2100 provided by an embodiment of the present application. The terminal device 2100 may be any electronic device that can perform human-computer interaction with a user in one or more ways, such as a keyboard, touchpad, remote control, voice interaction, or handwriting device. Examples include PCs (Personal Computers), mobile phones, smartphones, PDAs (Personal Digital Assistants), wearable devices, PPCs (Pocket PCs), tablet computers, smart cars, smart TVs, smart speakers, smartwatches, etc.

[0085] Typically, terminal equipment 2100 includes a processor 2101 and memory 2102.

[0086] The processor 2101 may include one or more processing cores, for example, a 4-core processor, an 8-core processor, etc. The processor 2101 may be implemented in at least one hardware form from among DSP (Digital Signal Processing), FPGA (Field Programmable Gate Array), and PLA (Programmable Logic Array). The processor 2101 may include a main processor and a coprocessor, the main processor being a processor for processing data in the wake-up state and also called a CPU (Central Processing Unit), and the coprocessor being a low-power processor for processing data in the standby state. In some embodiments, the processor 2101 can integrate a GPU (Graphics Processing Unit), which is used to render and draw content that needs to be displayed on a display screen. In some embodiments, the processor 2101 may further include an AI (Artificial Intelligence) processor, which is used to process computational operations related to machine learning.

[0087] The memory 2102 may include one or more computer-readable storage media, which may be non-temporary. The memory 2102 may further include high-speed random-access memory and non-volatile memory, such as one or more magnetic disk storage devices or flash memory storage devices. In some embodiments, the non-temporary computer-readable storage media in the memory 2102 is used to store at least one instruction, which is used to be executed by the processor 2101 to implement a vehicle torque control method provided by an embodiment of the method of the present application.

[0088] In some embodiments, the terminal device 2100 further optionally includes a peripheral device interface 2103 and at least one peripheral device. The processor 2101, memory 2102, and peripheral device interface 2103 may be connected via a bus or signal lines. Each peripheral device may be connected to the peripheral device interface 2103 via a bus, signal lines, or circuit board. Specifically, the peripheral device includes at least one of a radio frequency circuit 2104, a display screen 2105, a camera assembly 2106, an audio circuit 2107, and a power supply 2108.

[0089] The peripheral interface 2103 may be used to connect at least one I / O (Input / Output) related peripheral to the processor 2101 and the memory 2102. In some embodiments, the processor 2101, memory 2102, and peripheral interface 2103 are integrated on the same chip or circuit board. In some other embodiments, one or two of the processor 2101, memory 2102, and peripheral interface 2103 may be implemented on separate chips or circuit boards, and this embodiment is not limited thereto.

[0090] The radio frequency circuit 2104 is used for receiving and transmitting RF (Radio Frequency) signals, also known as electromagnetic signals. The radio frequency circuit 2104 communicates with communication networks and other communication equipment via electromagnetic signals. The radio frequency circuit 2104 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals into electrical signals. Selectively, the radio frequency circuit 2104 includes an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user ID module card, etc. The radio frequency circuit 2104 can communicate with other terminal equipment via at least one wireless communication protocol. This wireless communication protocol may include the World Wide Web, metropolitan area networks, intranets, various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks, and / or WiFi. 1770700439478_0 This includes, but is not limited to, the Wireless Fidelity Network. In some embodiments, the radio frequency circuit 2104 may further include circuits related to NFC (Near Field Communication), and the present application is not limited thereto.

[0091] The display screen 2105 is used to display a UI (User Interface). The UI may include graphics, text, icons, videos, and any combination thereof. If the display screen 2105 is a touchscreen display, the display screen 2105 also has the ability to collect touch signals on or above the surface of the display screen 2105. These touch signals may be input to the processor 2101 as control signals for processing. In this case, the display screen 2105 may further be used to provide virtual buttons and / or virtual keyboards, also known as soft buttons and / or soft keyboards. In some embodiments, there may be one display screen 2105, which is mounted on the front panel of the terminal device 2100. In some other embodiments, there may be at least two display screens 2105, which are mounted on different surfaces of the terminal device 2100, or are designed to fold. In some other embodiments, the display screen 2105 may be a flexible display screen mounted on a curved or folding surface of the terminal device 2100. Furthermore, the display screen 2105 may be installed on an irregular shape other than a rectangle, i.e., an irregularly shaped screen. The display screen 2105 may be manufactured using materials such as LCD (Liquid Crystal Display) or OLED (Organic Light-Emitting Diode).

[0092] The camera assembly 2106 is used to collect images or videos. Selectively, the camera assembly 2106 includes a front camera and a rear camera. Typically, the front camera is mounted on the front panel of the terminal device 2100, and the rear camera is mounted on the back of the terminal device 2100. In some embodiments, there are at least two rear cameras, each being one of a main camera, a depth-of-field camera, a wide-angle camera, or a telephoto camera, thereby enabling a background blur function by fusing the main camera and the depth-of-field camera, a panoramic shooting function and a VR (Virtual Reality) shooting function or other fused shooting function by fusing the main camera and the wide-angle camera. In some embodiments, the camera assembly 2106 may further include a flash lamp. The flash lamp may be a monochromatic temperature flash lamp or a dichromatic temperature flash lamp. A dichromatic temperature flash lamp refers to a combination of a warm-light flash lamp and a cold-light flash lamp, which may be used for light ray compensation at different color temperatures.

[0093] The audio circuit 2107 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, convert the sound waves into electrical signals, and input them to the processor 2101 for processing, or to input them to the radio frequency circuit 2104 to realize voice communication. There may be multiple microphones for the purpose of stereo sound collection or noise reduction, and each may be installed at a different location on the terminal device 2100. The microphone may be an array microphone or an omnidirectional microphone. The speaker is used to convert electrical signals from the processor 2101 or the radio frequency circuit 2104 into sound waves. The speaker may be a conventional thin-film speaker or a piezoelectric ceramic speaker. If the speaker is a piezoelectric ceramic speaker, it can convert electrical signals into sound waves that are not audible to humans, and can be used for applications such as distance measurement. In some embodiments, the audio circuit 2107 may further include an earphone jack.

[0094] The power supply 2108 is used to supply power to each assembly within the terminal device 2100. The power supply 2108 may be AC ​​power, DC power, a disposable battery, or a rechargeable battery. If the power supply 2108 includes a rechargeable battery, the rechargeable battery may be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery that is charged via a wired line, and a wireless rechargeable battery is a battery that is charged via a wireless coil. The rechargeable battery may further be used to support fast charging technology.

[0095] In some embodiments, the terminal device 2100 may further include one or more sensors 2110. These one or more sensors 2110 include, but are not limited to, an accelerometer 2111, a gyroscope 2112, a pressure sensor 2113, an optical sensor 2114, and a proximity sensor 2115.

[0096] The accelerometer 2111 can detect the magnitude of acceleration in three coordinate axes of a coordinate system established by the terminal device 2100. For example, the accelerometer 2111 may be used to detect the components of gravitational acceleration in three coordinate axes. Based on the gravitational acceleration signal collected by the accelerometer 2111, the processor 2101 can control the display screen 2105 to display the user interface in a horizontal or vertical view. The accelerometer 2111 may further be used to collect game or user motion data.

[0097] The gyro sensor 2112 can detect the orientation and rotation angle of the terminal device 2100, and can work in cooperation with the accelerometer 2111 to collect 3D motion data of the user relative to the terminal device 2100. Based on the data collected by the gyro sensor 2112, the processor 2101 can implement motion sensing (e.g., UI changes due to user tilt operations), image stabilization during shooting, game control, and inertial navigation functions.

[0098] The pressure sensor 2113 may be installed on the side frame of the terminal device 2100 and / or beneath the display screen 2105. When the pressure sensor 2113 is installed on the side frame of the terminal device 2100, it can detect the user's gripping signal to the terminal device 2100, and the processor 2101 performs left / right hand recognition or quick operation based on the gripping signal collected by the pressure sensor 2113. When the pressure sensor 2113 is installed beneath the display screen 2105, the processor 2101 implements control of operable controls in the UI interface based on the user's pressure operation on the display screen 2105. The operable controls include at least one of button controls, scroll bar controls, icon controls, and menu controls.

[0099] The optical sensor 2114 is used to collect ambient light intensity. In one embodiment, the processor 2101 can control the display brightness of the display screen 2105 based on the ambient light intensity collected by the optical sensor 2114. Specifically, when the ambient light intensity is relatively high, the display brightness of the display screen 2105 is increased, and when the ambient light intensity is relatively low, the display brightness of the display screen 2105 is decreased. In another embodiment, the processor 2101 may dynamically adjust the shooting parameters of the camera assembly 2106 based on the ambient light intensity collected by the optical sensor 2114.

[0100] The proximity sensor 2115, also known as a distance sensor, is typically installed on the front panel of the terminal device 2100. The proximity sensor 2115 is used to collect the distance between the user and the front of the terminal device 2100. In one embodiment, if the proximity sensor 2115 detects that the distance between the user and the front of the terminal device 2100 is gradually decreasing, the processor 2101 controls the display screen 2105 to switch from a screen-on state to a screen-off state. If the proximity sensor 2115 detects that the distance between the user and the front of the terminal device 2100 is gradually increasing, the processor 2101 controls the display screen 2105 to switch from a screen-off state to a screen-on state.

[0101] As those skilled in the art will understand, the structure shown in Figure 6 is not limited to the terminal device 2100 and may include more or fewer components than those shown, or combine several components, or employ a different arrangement of components.

[0102] Figure 7 is a schematic diagram of the structure of a server provided by an embodiment of the present application. The server 2200 may vary considerably in configuration or performance and may include one or more processors 2201 and one or more memories 2202, where at least one program code is stored in the one or more memories 2202, which is loaded and executed by the one or more processors 2201 to implement the vehicle torque control method provided by each embodiment of the above method. Naturally, the server 2200 may further have components such as wired or wireless network interfaces, keyboards and input / output interfaces for input and output. The server 2200 may further include other components for implementing the functions of the device, which are not described here.

[0103] In an exemplary embodiment, a computer-readable storage medium is further provided, the storage medium storing at least one program code, which is loaded and executed by a processor to implement any one of the above-described methods for controlling vehicle torque.

[0104] Selectively, the computer-readable storage medium may be read-only memory (ROM), random access memory (RAM), compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, or optical data storage device.

[0105] In exemplary embodiments, the present invention further provides a computer program or computer program product which stores at least one computer instruction, the at least one computer instruction being loaded and executed by a processor such that the computer implements any one of the above-described methods for controlling vehicle torque.

[0106] It should be explained that the information (including, but not limited to, user device information and user personal information), data (including, but not limited to, data for analysis, stored data, and displayed data) and signals relating to this application must all be authorized by the user or fully authorized by each party, and the collection, use, and processing of the relevant data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, the vehicle driving parameters and required wheel-end torque relating to this application will all be acquired only if fully authorized.

[0107] It should be understood that "plural" as used herein refers to two or more things. "And / or" describes the relationship between related objects and indicates that three types of relationships are possible. For example, A and / or B can represent three situations: A existing alone, A and B existing simultaneously, or B existing alone. The sign " / " generally indicates that the preceding and following related objects are in an "or" relationship.

[0108] The above description is merely an exemplary embodiment of the present application and does not limit it. Any modifications, equivalent substitutions, improvements, etc., made within the principles of the present application should all be included within the scope of protection of the present application.

Claims

1. A method for controlling vehicle torque, Based on the vehicle's driving parameters, determine at least one of the vehicle's drive mode or shift position, When at least one of the drive mode or shift position is changed, the first wheel end torque change and the second wheel end torque change are determined based on the required wheel end torque, the first wheel end torque, the second wheel end torque, and a correction coefficient. This includes determining a first torque adjustment step size and a second torque adjustment step size based on the first wheel end torque change, the second wheel end torque change, and the driving scene, adjusting the torque of the vehicle using the first torque adjustment step size and the second torque adjustment step size, and controlling the movement of the vehicle based on the adjusted torque, The change trends of the second wheel end torque and the first wheel end torque are inverse, the required wheel end torque is the converted wheel end torque of the vehicle, the first wheel end torque and the second wheel end torque are torques corresponding to different drive motors before the change in the drive mode or shift position, and the correction coefficient is determined based on the driving scene of the vehicle and the driving parameters. method.

2. Before determining the first and second wheel end torque changes based on the aforementioned required wheel end torque, first wheel end torque, second wheel end torque, and correction coefficient, The method further includes determining a first correction factor and a second correction factor based on the driving scene of the vehicle and the driving parameters, and determining the correction coefficient using the first correction factor and the second correction factor. Determining the first wheel end torque change and the second wheel end torque change based on the aforementioned required wheel end torque, first wheel end torque, second wheel end torque, and correction coefficient is: The third wheel end torque change and the fourth wheel end torque change are determined based on the requested wheel end torque, the first wheel end torque, the second wheel end torque, and the first torque change threshold. This includes correcting the third wheel end torque change and the fourth wheel end torque change based on the correction coefficient to obtain the first wheel end torque change and the second wheel end torque change, The method according to claim 1.

3. Determining the first torque adjustment step size and the second torque adjustment step size based on the aforementioned first wheel end torque change, the second wheel end torque change, and the driving scene is as follows: The first reference torque step size and the second reference torque step size are determined based on the first wheel end torque change, the second wheel end torque change, and the technical parameters of the vehicle. When the aforementioned operating scene changes, the first reference torque step size and the second reference torque step size are adjusted using the aforementioned operating scene to obtain the first torque adjustment step size and the second torque adjustment step size, including: Here, the first reference torque step size is positively correlated with the first wheel end torque change, and the second reference torque step size is positively correlated with the second wheel end torque change. The method according to claim 1.

4. The sum of the second wheel end torque change and the first wheel end torque change is less than or equal to the second torque change threshold. The method according to claim 1.

5. After determining the first torque adjustment step size and the second torque adjustment step size based on the first wheel end torque change, the second wheel end torque change, and the driving scene described above, The method further includes determining a first drive torque and a second drive torque based on the first wheel end torque change, the second wheel end torque change, the first wheel end torque, the second wheel end torque, and the total gear ratio from the drive motor to the wheel end, wherein the first drive torque is the torque corresponding to the first drive motor, and the second drive torque is the torque corresponding to the second drive motor. Adjusting the torque of the vehicle using the aforementioned first torque adjustment step size and second torque adjustment step size is This includes sequentially increasing or decreasing a first quantity of the first torque adjustment step size with respect to the first driving torque of the vehicle, and sequentially decreasing or increasing a second quantity of the second torque adjustment step size with respect to the second driving torque of the vehicle. The method according to any one of claims 1 to 4.

6. The circumstances under which the drive mode changes include at least one of the following: the vehicle's drive mode changing from drive by one set of drive motors to drive by two sets of drive motors; the vehicle's drive mode changing from drive by two sets of drive motors to drive by one set of drive motors; or any of the drive motors failing. The method according to any one of claims 1 to 4.

7. Before determining the first and second wheel end torque changes based on the aforementioned required wheel end torque, first wheel end torque, second wheel end torque, and correction coefficient, The driver's intention and reference torque are determined using the aforementioned driving parameters, The further includes adjusting the reference torque based on the driver's intent to obtain the required wheel end torque, The method according to any one of claims 1 to 4.

8. A vehicle torque control device, A first determination module for determining at least one of the vehicle's drive mode or shift position based on the vehicle's driving parameters, When at least one of the drive mode or shift position is changed, a second determination module is provided for determining the first wheel end torque change and the second wheel end torque change based on the required wheel end torque, the first wheel end torque, the second wheel end torque, and a correction coefficient. A control module for determining a first torque adjustment step size and a second torque adjustment step size based on the first wheel end torque change, the second wheel end torque change, and the driving scene, adjusting the torque of the vehicle using the first torque adjustment step size and the second torque adjustment step size, and controlling the movement of the vehicle based on the adjusted torque, The change trends of the second wheel end torque and the first wheel end torque are inverse, the required wheel end torque is the converted wheel end torque of the vehicle, the first wheel end torque and the second wheel end torque are torques corresponding to different drive motors before the change in the drive mode or shift position, and the correction coefficient is determined based on the driving scene of the vehicle and the driving parameters. Device.

9. Computer equipment, The computer device includes a processor and memory, wherein at least one program code is stored in the memory, and the at least one program code is loaded and executed by the processor so that the computer device implements the vehicle torque control method described in any one of claims 1 to 7. Computer equipment.

10. A computer-readable storage medium, At least one program code is stored, and the at least one program code is loaded and executed by a processor so that the computer implements the vehicle torque control method according to any one of claims 1 to 7. A computer-readable storage medium.

11. A computer program product, At least one computer instruction is stored, and the at least one computer instruction is loaded and executed by a processor such that the computer implements the vehicle torque control method described in any one of claims 1 to 7. Computer program products.

12. It is a vehicle, The vehicle body and The vehicle control system includes, for performing the vehicle torque control method described in any one of claims 1 to 7 on the vehicle body, vehicle.

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