Torque control method and apparatus

Abstract

A torque control method, comprising: acquiring state information of a vehicle; determining a vehicle state and a longitudinal acceleration requirement value according to the state information of the vehicle; determining a longitudinal acceleration correction value according to the state information of the vehicle, the longitudinal acceleration requirement value, and a constraint condition corresponding to the vehicle state; and controlling the torque of the vehicle according to the longitudinal acceleration correction value. Further disclosed are a torque control apparatus, a transportation means, a chip system, a computer-readable storage medium and a computer program product.

Description

Torque control method and device

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office on June 15, 2023, with application number 202310711087.2 and application name “Torque Control Method and Device”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of driving technology, and in particular to a torque control method and device. Background Art

[0003] With the continuous development of vehicle driving technology, while improving driving performance, the focus is also on improving driving quality. The driving experience has gradually become a focus of driving technology. During vehicle operation, various motion control functions such as braking and driving affect the driving experience of the driver and passengers. For example, during the operation of a vehicle, the driver and passengers can directly feel the vehicle's stability and comfort. The driving experience of the driver and passengers changes with the vehicle's state. If the vehicle is stable, it indicates high vehicle stability and comfort, and the driving experience of the driver and passengers is good. If the vehicle is shaky, it indicates low vehicle stability and comfort, and the driving experience of the driver and passengers is poor.

[0004] Especially in cornering scenarios, improper driver operation can increase vehicle jerking, negatively impacting the driver and passengers' experience. For example, improper deceleration, steering, or acceleration during a turn can easily cause the vehicle to sway, skid, or even roll over. Furthermore, the driver and passengers' experience can be compromised, with their bodies swaying with the vehicle. Therefore, improving the driving experience has become a pressing technical challenge.

[0005] Summary of the Invention

[0006] The embodiments of the present application provide a torque control method and device, which can optimize the torque control strategy and reasonably control the torque.

[0007] In order to achieve the above objectives, the embodiments of the present application provide the following technical solutions:

[0008] In a first aspect, embodiments of the present application provide a torque control method. The method includes: obtaining vehicle status information, determining a vehicle state and a required longitudinal acceleration value based on the vehicle status information, determining a longitudinal acceleration correction value based on the vehicle state information, the required longitudinal acceleration value, and constraints corresponding to the vehicle state, and finally controlling the vehicle torque based on the longitudinal acceleration correction value.

[0009] In this way, the vehicle torque can be reasonably controlled according to the vehicle status information, the torque control strategy is optimized, and the control accuracy of the vehicle torque is improved, thereby improving the comfort and stability of the vehicle during driving and enhancing the user's driving experience.

[0010] According to the first aspect, the status information includes one or more of the following: active safety function status, speed, lateral acceleration, longitudinal acceleration, lateral impact degree, accelerator pedal opening, brake pedal opening, and gear status.

[0011] In some examples, the status information may also include the vehicle's steering wheel speed, the road slope of the vehicle's road, and radar information.

[0012] In one possible implementation, the vehicle status information is acquired through various sensors installed on the vehicle.

[0013] According to the first aspect, or any implementation of the first aspect above, the vehicle state and the longitudinal acceleration requirement value are determined based on the vehicle state information, including: determining the vehicle state based on the vehicle state information; pre-processing the vehicle state information to determine whether the comfort torque control function is enabled; if the comfort torque control function is enabled, determining the longitudinal acceleration requirement value based on the vehicle state information; if the comfort torque control function is not enabled, determining the longitudinal acceleration requirement value to be 0, and the corresponding longitudinal acceleration correction value is also 0.

[0014] In some examples, the vehicle state includes a driving state, as well as a braking and coasting state.

[0015] In a possible implementation, after it is determined that the comfort torque control function is enabled, the lateral acceleration and lateral impact degree in the vehicle state information are input into a dynamic model to obtain a required longitudinal acceleration value of the vehicle.

[0016] In this way, whether to enable the comfort torque control function is determined based on the preprocessing result of the vehicle status information, so as to meet the different needs of users.

[0017] According to the first aspect, or any implementation method of the first aspect above, the vehicle's status information is pre-processed to determine whether to enable the comfort torque control function, including: determining whether the active safety function status in the status information meets the first trigger condition based on the status information; if it is determined that the active safety function status meets the first trigger condition, then determining whether the speed, lateral acceleration and lateral impact degree in the vehicle's status information meet the second trigger condition based on the status information; otherwise, the comfort torque control function is not enabled; if it is determined that the vehicle's speed, lateral acceleration and lateral impact degree meet the second trigger condition, then determining whether the gear status in the vehicle's status information meets the third trigger condition based on the status information; otherwise, the comfort torque control function is not enabled; if it is determined that the gear status of the vehicle meets the third trigger condition, then determining to enable the comfort torque control function; otherwise, the comfort torque control function is not enabled.

[0018] Among them, the first trigger condition includes the active safety function status being equal to the first threshold; the first threshold is used to indicate that the vehicle's active safety function is not turned on; the second trigger condition includes the speed being within the safe speed range, the lateral acceleration being within the safe lateral acceleration range, and the lateral impact degree being within the safe lateral impact degree range; the third trigger condition includes the gear status being equal to the second threshold; the second threshold is a pre-set value corresponding to the gear status when the vehicle is driving normally.

[0019] For example, the vehicle status information is represented by a flag bit, and each trigger condition also sets a standard flag bit. Whether to enable the comfort torque control function is determined by comparing the flag bit corresponding to the vehicle status information with the standard flag bit.

[0020] In this way, the active safety function intervention and vehicle safety are taken into consideration. If the vehicle has the active safety function turned on or the vehicle's speed, acceleration, gear status, etc. do not meet the corresponding trigger conditions, safety will be the primary consideration. Therefore, the comfort target torque control can be smoothly exited to ensure the safety performance of the vehicle. Moreover,

[0021] According to the first aspect, or any implementation of the first aspect above, the radius and curvature of the curve are perceived in advance based on the radar information in the acquired status information, and the intervention timing and intervention operation of the comfort torque control function are determined based on the radius and curvature of the curve.

[0022] In this way, based on the information collected by the vehicle and the functions turned on by the vehicle, the curve is perceived in advance, and comfort torque control is performed in advance, further improving the control accuracy of the vehicle torque, so that the vehicle can pass through the curve more smoothly and improve the comfort of the vehicle.

[0023] According to the first aspect, or any implementation of the first aspect above, a longitudinal acceleration correction value is determined based on the vehicle's state information, the longitudinal acceleration requirement value, and the constraints corresponding to the vehicle state, including: determining whether the vehicle state is a driving state based on the state information; if the vehicle state is determined to be a driving state, determining whether the vehicle's state information and the longitudinal acceleration requirement value meet the first constraint; if the vehicle's state information and the longitudinal acceleration requirement value meet the first constraint, determining the longitudinal acceleration requirement value as the longitudinal acceleration correction value; otherwise, determining the longitudinal acceleration correction value to be 0; or, if the vehicle state is determined not to be a driving state, determining whether the vehicle's state information and the longitudinal acceleration requirement value meet the second constraint; if the vehicle's state information and the longitudinal acceleration requirement value meet the second constraint, determining the longitudinal acceleration requirement value as the longitudinal acceleration correction value; otherwise, determining the longitudinal acceleration correction value from a calibration map table based on the vehicle's state information.

[0024] The first constraint condition is a corresponding requirement for determining the longitudinal acceleration correction value corresponding to the driving state; the second constraint condition is a corresponding requirement for determining the longitudinal acceleration correction value corresponding to the braking and coasting state.

[0025] In some examples, the first constraint condition is that the longitudinal acceleration demand value is greater than 0 and the accelerator pedal opening is greater than a first state threshold. When the vehicle state is in the driving state, and the accelerator pedal opening in the vehicle state information is greater than the first state threshold and the longitudinal acceleration demand value is greater than 0, the longitudinal acceleration demand value is determined as the longitudinal acceleration correction value; otherwise, the longitudinal acceleration correction value is determined to be 0.

[0026] In other examples, the second constraint condition is whether the longitudinal acceleration demand value is less than 0, the brake pedal position is greater than a second state threshold, and the derivative of the longitudinal acceleration demand value is less than the actual longitudinal acceleration derivative. When the vehicle state is a braking and coasting state, and the brake pedal position in the vehicle state information is greater than the second state threshold, the longitudinal acceleration demand value is less than 0, and the derivative of the longitudinal acceleration demand value is less than the actual longitudinal acceleration derivative, the longitudinal acceleration demand value is determined as the longitudinal acceleration correction value. When the brake pedal position in the vehicle state information is greater than the second state threshold, the longitudinal acceleration demand value is less than 0, and the derivative of the longitudinal acceleration demand value is greater than or equal to the actual longitudinal acceleration derivative, the longitudinal acceleration correction value is determined from a calibration map based on the vehicle state information.

[0027] The first state threshold is a critical value of the accelerator pedal when turning, and the second state threshold is a critical value of the brake pedal when turning.

[0028] In one possible implementation, a corresponding longitudinal acceleration correction value is determined from a calibration map table based on the vehicle speed, the vehicle steering wheel speed, and the vehicle lateral impact degree, and the longitudinal acceleration correction value in the map table is determined as the longitudinal acceleration correction value that the current vehicle should execute.

[0029] In this way, the matching longitudinal acceleration correction value is determined according to the constraints corresponding to the vehicle state, so that the vehicle torque can be accurately adjusted and controlled based on the accurate longitudinal acceleration correction value, thereby improving vehicle stability and enhancing the user experience.

[0030] According to the first aspect, or any implementation of the first aspect above, before determining the longitudinal acceleration correction value based on the vehicle's status information, the longitudinal acceleration demand value, and the constraints corresponding to the vehicle status, the method also includes: obtaining the accelerator pedal opening and the brake pedal opening in the status information; comparing the accelerator pedal opening and the brake pedal opening with their respective corresponding status thresholds, and determining the accelerator pedal flag position and the brake pedal flag position.

[0031] According to the first aspect, or any implementation of the first aspect above, controlling the vehicle torque according to the longitudinal acceleration correction value includes: controlling the vehicle torque according to the motor drive mode and the longitudinal acceleration correction value.

[0032] According to the first aspect, or any implementation of the first aspect above, the torque of the vehicle is controlled according to the motor drive mode and the longitudinal acceleration correction value, including: if the motor drive mode is single-motor drive, the single motor increases or reduces the torque according to the longitudinal acceleration correction value; if the motor drive mode is dual-motor drive, the rear motor reduces the torque according to the longitudinal acceleration correction value, or the front motor increases the torque according to the longitudinal acceleration correction value.

[0033] In this way, adaptively adjusting the torque according to the motor drive mode can reduce the system's time lag and delay, accurately control the torque change, effectively improve the vehicle's comfort and stability when turning, and reduce wear on vehicle components.

[0034] In a second aspect, embodiments of the present application provide a torque control device. The device includes a processor and a memory, the memory being coupled to the processor and configured to store computer-readable instructions. When the processor reads the computer-readable instructions from the memory, the torque control device executes the method of the first aspect and any one of the embodiments of the first aspect.

[0035] Exemplarily, the device is a vehicle controller, or a vehicle, or a component in a vehicle controller that can execute any possible method in any of the above aspects, or a component in a vehicle that can execute any possible method in any of the above aspects.

[0036] As another example, the device may be another device, or a component in another device. For example, a device outside the vehicle may be used to determine the torque and notify the vehicle of the torque.

[0037] In a third aspect, an embodiment of the present application provides a vehicle, the vehicle comprising the torque control device as described in the second aspect.

[0038] Optionally, the transportation vehicle includes a vehicle, such as an electric car, a car, a truck, a motorcycle, a bus, a lawn mower, an amusement vehicle, an amusement park vehicle, construction equipment, a tram, a golf cart, a train, and a cart, etc., which is not particularly limited in the embodiments of the present application.

[0039] In a fourth aspect, an embodiment of the present application provides a chip system comprising at least one processor and at least one interface circuit, wherein the at least one interface circuit is used to perform transceiver functions and send instructions to the at least one processor, the at least one processor executes instructions, and the at least one processor executes the method of the first aspect and any one of the implementations of the first aspect.

[0040] In a fifth aspect, embodiments of the present application provide a computer-readable storage medium. The computer-readable storage medium includes a computer program (also referred to as instructions or code), which, when executed on a computer, causes the computer to execute the method of the first aspect and any one of the embodiments of the first aspect.

[0041] In a sixth aspect, an embodiment of the present application provides a computer program product, which, when executed on a computer, enables the computer to execute the method of the first aspect and any one of the implementation methods of the first aspect.

[0042] The technical effects corresponding to the second to sixth aspects and any implementation method of each aspect can be referred to the technical effects corresponding to the above-mentioned first aspect and any implementation method of the first aspect, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] FIG1 is a flow chart of an acceleration / deceleration control strategy in a related art provided by an embodiment of the present application;

[0044] FIG2 is a flow chart of a vehicle driving control strategy in a related art provided by an embodiment of the present application;

[0045] FIG3 is a schematic structural diagram of a torque control system provided in an embodiment of the present application;

[0046] FIG4 is a schematic diagram of the hardware structure of a torque control device provided in an embodiment of the present application;

[0047] FIG5 is a schematic diagram of a vehicle structure provided in an embodiment of the present application;

[0048] FIG6 is a flow chart of a torque control method according to an embodiment of the present application;

[0049] FIG7 is a second flow chart of a torque control method provided in an embodiment of the present application;

[0050] FIG8 is a third flow chart of a torque control method provided in an embodiment of the present application;

[0051] FIG9 is a fourth flow chart of a torque control method provided in an embodiment of the present application;

[0052] FIG10 is a fifth flow chart of a torque control method provided in an embodiment of the present application;

[0053] FIG11 is a schematic structural diagram of a torque control device provided in an embodiment of the present application;

[0054] FIG12 is a schematic structural diagram of a chip system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0055] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in this article is merely a way to describe the association relationship of associated objects, indicating that three relationships can exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone.

[0056] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the quantity of the technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features.

[0057] In the description of the embodiments of the present application, unless otherwise specified, "multiple" means two or more. In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or design. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a concrete way.

[0058] First, some of the terms and related technologies involved in this application are explained to facilitate understanding by those skilled in the art.

[0059] Torque is a special moment of force that causes an object to rotate. In a vehicle, torque refers to the torque output from the engine's crankshaft. Torque affects a vehicle's acceleration performance. The greater the torque, the greater the vehicle's acceleration, gradeability, and load capacity. Torque can also reflect a vehicle's load capacity within a certain range. The unit of torque is Newton-meter (N·m).

[0060] Longitudinal acceleration: This refers to the acceleration along the vehicle's fore-aft direction, that is, the acceleration along the vehicle's direction of travel. Longitudinal acceleration affects the vehicle's driving safety and comfort. The unit of longitudinal acceleration is meters per second squared (m / s²).

[0061] Lateral acceleration: Lateral acceleration refers to acceleration perpendicular to the vehicle's direction of travel. Lateral acceleration can be the acceleration caused by centrifugal force when a vehicle turns. The greater the lateral acceleration, the more likely the vehicle is to be thrown off its path. Lateral acceleration is measured in meters per second squared (m / s²).

[0062] It is understandable that traditional fuel vehicles burn oil products through the engine, allowing the resulting mixed air to push the piston to move repeatedly in the cylinder, causing the crankshaft to rotate to output power; then the transmission ratio and rotation mode of the output power are changed through the transmission, and finally the wheels are pushed to rotate through the drive shaft to drive the vehicle forward or backward.

[0063] Electric vehicles, on the other hand, are powered by an onboard power supply, converting electrical energy into mechanical energy, with the motor driving the vehicle. Aside from the electric drive control system (including the onboard power supply and motor), the functions and structural components of the remaining components are essentially the same as those of traditional fuel vehicles. In other words, the powertrains of traditional fuel vehicles and electric vehicles are different: traditional fuel vehicles generate power by burning oil, while electric vehicles are powered by electricity.

[0064] At present, the relevant technology adopts the acceleration vector control system (g-vectoring control, GVC) technology. GVC intelligently controls the engine torque according to the driver's operation of the steering wheel, and then controls the magnitude and direction of the vehicle's acceleration, so that the vehicle can obtain greater grip when turning, thereby improving the accuracy and stability of the vehicle's steering and enhancing the driving experience of the driver and passengers.

[0065] Specifically, when the vehicle is turning, GVC responds to the driver's steering wheel movements by reducing longitudinal acceleration, shifting the vehicle's center of gravity forward and transferring the vehicle's load to the front axle. This increases lateral force on the front wheels and enhances the front tires' grip, improving cornering stability. Once the vehicle's steering is stable, GVC responds to the driver maintaining a certain steering angle by increasing longitudinal acceleration, shifting the vehicle's center of gravity rearward and transferring the vehicle's load to the rear axle. This enhances the rear tires' grip and improves vehicle stability. This approach improves vehicle stability during driving, thereby enhancing the user's driving experience.

[0066] As shown in Figure 1, this is a flow chart of the core control strategy in an acceleration and deceleration control device in the related art. First, the vehicle's status information is obtained, such as the lateral acceleration, longitudinal acceleration, and the derivative of the lateral acceleration obtained by derivation of the lateral acceleration. Then, the longitudinal acceleration correction is determined based on the vehicle's status information. For example, the vehicle's status information is substituted into a preset formula to calculate the longitudinal acceleration correction. Finally, it is determined whether the longitudinal acceleration correction meets the preset conditions. If so, the engine torque is adjusted based on the longitudinal acceleration correction; if not, the longitudinal acceleration correction is determined to be 0, and the engine torque is adjusted based on the vehicle's current longitudinal acceleration.

[0067] In this way, in a curve scenario, the engine torque can be adaptively adjusted according to the real-time status information of the vehicle, thereby adjusting the torque of the drive wheels (such as the front wheels or rear wheels), and adjusting the vehicle's load capacity, thereby improving the vehicle's stability and comfort in a curve scenario, thereby improving the user's driving experience.

[0068] However, the above control strategy is only applicable to traditional fuel vehicles, and the power generated after the engine torque changes can only act on the drive wheels, which can easily cause wear on the drive wheels.

[0069] Furthermore, due to tire friction constraints, when the torque change corresponding to the longitudinal acceleration correction is greater than the actual front wheel torque, lateral force can actually be reduced. For example, if the real-time front wheel torque detected during a turn is 8 Nm, and the vehicle's real-time state information indicates that the vehicle should reduce torque, and the torque change corresponding to the longitudinal acceleration correction is 9 Nm, the adjusted torque should be -1 Nm. However, the lateral force at 8 Nm is greater than that at -1 Nm. Adjusting the vehicle torque based on the 9 Nm torque change actually reduces lateral force, thereby reducing the vehicle's stability during cornering, producing the opposite effect of the driver's intent.

[0070] Furthermore, the aforementioned control strategy adjusts engine torque solely based on the vehicle's real-time lateral and longitudinal acceleration, ignoring the impact of vehicle stability systems and active safety technologies, as well as the impact of the vehicle's gear position on vehicle control. For example, when one or more of the electronic stability program (ESP), anti-lock braking system (ABS), and traction control system (TCS) are activated, control based on these systems takes precedence, as safe driving is more important than ride comfort. When the vehicle is in a dangerous state, it should be regulated to a safe state first, and then comfort should be considered.

[0071] Based on the solution described in Figure 1, the related art further refines the method for determining the longitudinal acceleration correction amount. As shown in Figure 2, it is a flow chart of the core control strategy in a vehicle driving control device disclosed in the related art.

[0072] Specifically, the controller obtains the longitudinal acceleration correction value shown in FIG. 1 and takes the derivative of the longitudinal acceleration correction value to obtain its derivative. The vehicle monitors the driver's braking operation and determines the longitudinal acceleration corresponding to the driver's braking operation and its derivative based on the master cylinder pressure and the longitudinal acceleration conversion coefficient. The derivative of the longitudinal acceleration correction value obtained by the controller is then compared with the derivative of the longitudinal acceleration determined based on the driver's braking operation to determine the magnitude of the deviation between the two. A target longitudinal acceleration correction value for the vehicle is determined based on the magnitude of the deviation. A determination is made as to whether the magnitude of the deviation meets a preset condition. If the magnitude of the deviation meets the preset condition, the deviation is determined to be small, and the longitudinal acceleration correction value obtained by the controller is determined as the target longitudinal acceleration correction value. If the magnitude of the deviation does not meet the preset condition, the deviation is determined to be large, and the correction value for the longitudinal acceleration at the previous moment is determined as the target longitudinal acceleration correction value. Finally, the engine torque is adjusted based on the target longitudinal acceleration correction value. The vehicle controller stores the longitudinal acceleration correction value calculated based on the state information at each moment.

[0073] This approach also considers braking data (longitudinal acceleration is calculated from master cylinder pressure) when determining the longitudinal acceleration correction. This refines the method for obtaining the longitudinal acceleration correction, allowing for more precise data-based control of vehicle torque, which can further improve driving comfort. However, this control strategy is only applicable to traditional fuel vehicles and is not suitable for electric vehicles, particularly those with a single-pedal system. Furthermore, directly applying the previous longitudinal acceleration correction when there are significant deviations can compromise vehicle dynamics. The powertrain also experiences a certain amount of lag and delay, preventing precise control and, consequently, failing to effectively improve vehicle stability and comfort.

[0074] Existing electric vehicles do not have control strategies for turning scenarios. They only perform corresponding control according to driver needs, and do not consider active intervention in turning scenarios to control the vehicle to achieve stable turning and improve vehicle comfort.

[0075] To address the technical issues described above, embodiments of the present application provide a torque control method that determines the vehicle state and required longitudinal acceleration based on real-time vehicle status information. A longitudinal acceleration correction value is then determined based on the constraints corresponding to the required longitudinal acceleration value and the vehicle state. Finally, the vehicle's torque is controlled based on the longitudinal acceleration correction value. The method provided in embodiments of the present application optimizes the torque control strategy and further improves the control accuracy of the vehicle's torque, thereby enhancing the comfort and stability of the vehicle during driving, and thus improving the user's driving experience.

[0076] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments.

[0077] Referring to Figure 3, a torque control system 30 provided in an embodiment of the present application is shown. As shown in Figure 3, the torque control system 30 includes a state acquisition module 31 and a torque control device 32. The state acquisition module 31 and the torque control device 32 are connected and communicate with each other.

[0078] The state acquisition module 31 is configured to acquire vehicle state information and report the state information to the torque control device 32. Optionally, the vehicle state information includes the vehicle's active safety function status, vehicle speed, gear status, lateral acceleration, longitudinal acceleration, accelerator pedal opening, brake pedal opening, etc.

[0079] The state acquisition module 31 includes a vehicle sensor, which is typically located inside the vehicle. The vehicle sensor can be used to detect vehicle state information. The vehicle sensor can be any of a photoelectric speed sensor, a magnetoelectric speed sensor, and a Hall effect speed sensor, without limitation.

[0080] It can be understood that since the vehicle sensor is set in the vehicle, when the state acquisition module 31 is a vehicle sensor, the state acquisition module 31 moves with the vehicle, and the state acquisition module 31 and the torque control device 32 can communicate through a wireless communication network.

[0081] It should be understood that the above description of the status acquisition module 31 is merely an example, and the embodiment of the present application does not specifically limit the specific form and implementation of the status acquisition module 31.

[0082] 3 , the torque control device 32 shown in FIG3 can be used to adjust the torque accordingly according to the status information received from the status acquisition module 31 .

[0083] Optionally, the torque control device 32 may be a server. As an example, the torque control device 32 may be a server of an intelligent transportation system, such as a physical server or a cloud server, which is not limited in this embodiment of the present application.

[0084] Referring to Figure 4, Figure 4 shows a hardware structure of the torque control device 32 provided in an embodiment of the present application. As shown in Figure 4, the torque control device 32 includes a processor 41, a memory 42, a communication interface 43, and a bus 44. The processor 41, the memory 42, and the communication interface 43 can be connected via the bus 44. The processor 41 is used to manage and control the actions of the torque control device 32, and / or to execute the torque control method described below. The memory 42 is used to store the program code and data of the torque control device 32. The communication interface 43 is used to support communication between the torque control device 32 and other network entities.

[0085] The processor 41 (or controller) is the control center of the torque control device 32 and can implement or execute the various exemplary logic blocks, unit modules, and circuits described in conjunction with the disclosure of this application. The processor or controller can be a general-purpose central processing unit (CPU), a general-purpose processor, a digital signal processor, an application-specific integrated circuit, a field-programmable gate array (FPGA), or other programmable logic device, a transistor logic device, a hardware component, or any combination thereof. The general-purpose processor can be a microprocessor or any conventional processor. The processor 41 can also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0086] As an example, the processor 41 may include one or more CPUs, such as CPU 0 and CPU 1 shown in FIG. 4 .

[0087] The memory 42 can be a read-only memory (ROM) or other type of static storage device that can store static information and instructions, a random access memory (RAM) or other type of dynamic storage device that can store information and instructions, or a flash memory, a hard disk or a solid-state drive; it can also be an electrically erasable programmable read-only memory (EEPROM), a disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited to this. The memory 42 can also include a combination of the above-mentioned types of memories. In one possible implementation, the memory 42 can exist independently of the processor 41. The memory 42 can be connected to the processor 41 via a bus 44 for storing data, instructions or program codes. When the processor 41 calls and executes the instructions or program codes stored in the memory 42, the torque control method provided in the embodiment of the present application can be implemented.

[0088] In another possible implementation, the memory 42 may also be integrated with the processor 41 .

[0089] Communication interface 43 is used to connect torque control device 32 to other devices (such as status acquisition module 31) via a communication network. The communication network can be a transceiver circuit, Ethernet, a radio access network (RAN), a wireless local area network (WLAN), etc. Communication interface 43 can include a receiving unit for receiving data and a transmitting unit for transmitting data.

[0090] Bus 44 can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. This bus can be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, FIG4 shows only one thick line, but this does not mean that there is only one bus or only one type of bus.

[0091] It should be noted that the structure shown in FIG4 does not constitute a limitation on the control device. In addition to the components shown in FIG4 , the torque control device 32 may include more or fewer components than shown, or a combination of certain components, or a different arrangement of components.

[0092] FIG5 is a schematic diagram of the structure of a vehicle 500 provided in an embodiment of the present application. Referring to FIG5 , vehicle 500 may include various subsystems, such as a travel system 510, a sensor system 520, a control system 530, one or more peripheral devices 540, a power supply 550, a computer system 560, and a user interface 570. Optionally, vehicle 500 may include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of vehicle 500 may be interconnected via wired or wireless connections.

[0093] Travel system 510 may include components that provide powered movement for vehicle 500. In one embodiment, travel system 510 may include an engine 511, a power source 512, a transmission 513, and wheels 514.

[0094] The engine 511 can be an electric motor or a combination of other types of engines. The engine 511 converts the energy source 512 into mechanical energy.

[0095] Examples of energy source 512 include solar panels, batteries, and other sources of electricity.

[0096] The transmission 513 can transmit mechanical power from the engine 511 to the wheels 514. The transmission 513 may include a gearbox, a differential, and a drive shaft. In one embodiment, the transmission 513 may also include other components, such as a clutch. The drive shaft may include one or more shafts that can be coupled to one or more wheels 514.

[0097] The sensor system 520 may include several sensors that sense information about the environment surrounding the vehicle 500. For example, the sensor system 520 may include a positioning system 521 (the positioning system may be a global positioning system (GPS), a BeiDou system, or other positioning systems), an inertial measurement unit (IMU) 522, a radar 523, a laser rangefinder 524, and a camera 525. The sensor system 520 may also include sensors of the internal systems of the monitored vehicle 500 (e.g., an in-vehicle air quality monitor, a fuel gauge, an oil temperature gauge, etc.). One or more sensor data collected by these sensors may be used to detect objects and their corresponding characteristics (position, shape, direction, speed, etc.). Such detection and recognition are key to achieving safe driving of the vehicle 500.

[0098] Positioning system 521 may be used to estimate the geographic location of vehicle 500 .

[0099] The IMU 522 is used to sense changes in position and orientation of the vehicle 500 based on inertial acceleration. In one embodiment, the IMU 522 may be a combination of an accelerometer and a gyroscope.

[0100] Radar 523 can use radio signals to sense objects within the surrounding environment of vehicle 500. In some embodiments, in addition to sensing objects, radar 523 can also be used to sense the speed and / or heading of the objects.

[0101] Laser rangefinder 524 may utilize laser light to sense objects in the environment of vehicle 500. In some embodiments, laser rangefinder 524 may include one or more laser sources, a laser scanner, and one or more detectors, among other system components.

[0102] Camera 525 may be used to capture multiple images of the surrounding environment of vehicle 500, as well as multiple images of the interior of the vehicle cabin. Camera 525 may be a still camera or a video camera.

[0103] Control system 530 controls the operation of vehicle 500 and its components. Control system 530 may include various components, including a steering system 531, a throttle 532, a brake unit 533, a computer vision system 534, a path control system 535, and an obstacle avoidance system 536, which may also be referred to as an obstacle avoidance system.

[0104] The steering system 531 is operable to adjust the forward direction of the vehicle 500. For example, in one embodiment, it may be a steering wheel system.

[0105] The throttle 532 is used to control the operating speed of the engine 511 and thus the speed of the vehicle 500 .

[0106] Braking unit 533 is used to control the deceleration of vehicle 500. Braking unit 533 can use friction to slow down wheels 514. In other embodiments, braking unit 533 can also convert the kinetic energy of wheels 514 into electric current. Braking unit 533 can also take other forms to slow the rotation speed of wheels 514 to control the speed of vehicle 500.

[0107] The computer vision system 534 can process and analyze the images captured by the camera 525 to identify objects and / or features in the surrounding environment of the vehicle 500 and the physical features and facial features of the driver in the vehicle cockpit. The objects and / or features may include traffic signals, road conditions and obstacles, and the physical features and facial features of the driver include the driver's behavior, line of sight, expression, etc. The computer vision system 534 can use object recognition algorithms, structure from motion (SFM) algorithms, video tracking and other computer vision technologies. In some embodiments, the computer vision system 534 can also be used to map the environment, track objects, estimate the speed of objects, determine driver behavior, face recognition, etc.

[0108] The route control system 535 is used to determine the driving route of the vehicle 500. In some embodiments, the route control system 535 can combine data from sensors, the positioning system 521, and one or more predetermined maps to determine the driving route for the vehicle 500.

[0109] Obstacle avoidance system 536 is used to identify, assess, and avoid or otherwise negotiate potential obstacles in the environment of vehicle 500 .

[0110] Of course, in one example, the control system 530 may include additional or alternative components other than those shown and described, or may reduce some of the components shown above.

[0111] Vehicle 500 interacts with external sensors, other vehicles, other computer systems, or users via peripheral devices 540. Peripheral devices 540 may include a wireless communication system 541, an onboard computer 542, a microphone 543, and / or a speaker 544.

[0112] In some embodiments, peripheral devices 540 provide a means for a user of vehicle 500 to interact with user interface 570. For example, onboard computer 542 can provide information to the user of vehicle 500. User interface 570 can also operate onboard computer 542 to receive user input. Onboard computer 542 can be operated via a touch screen. In other embodiments, peripheral devices 540 provide a means for vehicle 500 to communicate with other devices located within the vehicle. For example, microphone 543 can receive audio (e.g., voice commands or other audio input) from the user of vehicle 500. Similarly, speaker 544 can output audio to the user of vehicle 500.

[0113] The wireless communication system 541 may communicate wirelessly with one or more devices directly or via a communication network.

[0114] For example, the wireless communication system 541 may use third generation mobile communication technology (3G) cellular communication, such as Code Division Multiple Access (CDMA), Global System for Mobile Communications (GSM), General Packet Radio Service (GPRS), or fourth generation mobile communication technology (4G) cellular communication, such as Long Term Evolution (LTE). Or fifth generation mobile communication technology (5G) cellular communication. The wireless communication system 541 may communicate with a wireless local area network (WLAN) using wireless fidelity (WiFi). In some embodiments, the wireless communication system 541 may communicate directly with the device using an infrared link, Bluetooth, or ZigBee. Other wireless protocols, such as various vehicle communication systems, for example, the wireless communication system 541 may include one or more dedicated short range communications (DSRC) devices.

[0115] Power source 550 can provide power to various components of vehicle 500. In one embodiment, power source 550 can be a rechargeable lithium-ion battery or a rechargeable lead-acid battery. One or more battery packs of such batteries can be configured as a power source to provide power to various components of vehicle 500. In other embodiments, power source 550 and energy source 512 can be implemented together, such as in a fully electric vehicle.

[0116] Some or all functions of vehicle 500 are controlled by computer system 560. Computer system 560 may include at least one processor 561 that executes instructions 5621 stored in a non-transitory computer-readable medium, such as memory 562. Computer system 560 may also be a plurality of computing devices that control individual components or subsystems of vehicle 500 in a distributed manner.

[0117] The processor 561 may be any conventional processor, such as a commercially available central processing unit (CPU). Alternatively, the processor may be a dedicated device such as an application specific integrated circuit (ASIC) or other hardware-based processor.

[0118] In some embodiments, memory 562 may include instructions 5621 (e.g., program logic) that are executable by processor 561 to perform various functions of vehicle 500. Memory 562 may also include additional instructions, including instructions for sending data to, receiving data from, interacting with, and / or controlling one or more of travel system 510, sensor system 520, control system 530, and peripherals 540.

[0119] In addition to instructions 5621, memory 562 may also store data such as road maps, route information, the vehicle's location, direction, speed, and other vehicle data, and other information. This information may be used by vehicle 500 and computer system 560 during operation of vehicle 500 in autonomous, semi-autonomous, and / or manual modes.

[0120] User interface 570 is used to provide information to or receive information from a user of vehicle 500. Optionally, user interface 570 may include one or more input / output devices within the set of peripheral devices 540 for interacting with the user and exchanging information. The one or more input / output devices within the set of peripheral devices 540 may be, for example, one or more of wireless communication system 541, onboard computer 542, microphone 543, and speaker 544.

[0121] Computer system 560 may control functions of vehicle 500 based on input received from various subsystems (e.g., travel system 510, sensor system 520, and control system 530) and from user interface 570. In some embodiments, computer system 560 may provide control over many aspects of vehicle 500 and its subsystems.

[0122] In some embodiments, vehicle 500 may also include a vehicle controller (not shown in FIG. 5 ), which can also be described as a powertrain controller and is the core control component of the entire vehicle. It collects input information from the accelerator pedal opening, brake pedal opening, and other components, and after making corresponding judgments based on the above input information, controls the operation of various components in vehicle 500 to drive vehicle 500. Specifically, as the command and management center of vehicle 500, the main functions of the vehicle controller include: drive torque control, optimized control of braking energy, energy management of the entire vehicle, maintenance and management of the controller area network (CAN) network, fault diagnosis and processing, and vehicle status monitoring. It plays a role in controlling vehicle operation. Therefore, the quality of the vehicle controller directly determines the stability and safety of the vehicle.

[0123] Alternatively, one or more of the above components may be installed or associated separately from the vehicle 500. For example, the memory 562 may be partially or completely separate from the vehicle 500. The above components may be communicatively coupled together in a wired and / or wireless manner.

[0124] Optionally, the above components are only an example. In actual applications, the components in the above modules may be added or deleted according to actual needs. Figure 5 should not be understood as a limitation on the embodiments of the present application.

[0125] The above-mentioned vehicle 500 can be an electric car, a car, a truck, a motorcycle, a bus, a ship, an airplane, a helicopter, a lawn mower, an entertainment vehicle, an amusement park vehicle, construction equipment, a tram, a golf cart, a train and a cart, etc., and the embodiments of the present application are not particularly limited.

[0126] In other embodiments of the present application, the vehicle may further include hardware structures and / or software modules to implement the aforementioned functions in the form of hardware structures, software modules, or a combination of hardware structures and software modules. Whether a particular one of the aforementioned functions is implemented in the form of hardware structures, software modules, or a combination of hardware structures and software modules depends on the specific application and design constraints of the technical solution.

[0127] The method provided in the embodiments of the present application is described below with reference to the accompanying drawings.

[0128] In order to optimize the torque control strategy, further improve the vehicle torque control accuracy, and enhance the comfort and stability of the vehicle during driving, this application proposes a torque control method. The execution subject of this method can be a vehicle or other equipment outside the vehicle, or a processor on the vehicle or other equipment outside the vehicle, such as the processor 41 and processor 561 mentioned above.

[0129] The present application embodiment is described by taking an electric vehicle as an example. Referring to FIG6 , FIG6 shows a flow chart of a torque control method provided by the present application embodiment. The torque control method includes the following steps S601-S604:

[0130] S601: The vehicle controller obtains vehicle status information.

[0131] Among them, the vehicle controller is the core control component of the vehicle. The vehicle controller obtains the vehicle's status information and makes corresponding judgments and decisions based on the vehicle's status information. Based on the above decisions, it controls the actions of various components in the vehicle, and then controls the vehicle's driving or braking.

[0132] The status information refers to the current state of the vehicle, including the status of the vehicle's active safety features, vehicle speed, lateral acceleration, longitudinal acceleration, lateral impact force, accelerator pedal opening, brake pedal opening, and gear position.

[0133] Optionally, the status information may also include the vehicle's steering wheel speed, the road slope of the vehicle, and radar information.

[0134] Among them, the active safety function status is used to indicate whether the vehicle's active safety function is turned on.

[0135] Optional active safety features can be divided into warning and active intervention categories. For example, warnings include forward collision warning systems (FCWS), lane departure warning systems (LDWS), and blind spot detection (BSD). Active interventions include electronic stability programs (ESP), anti-lock braking systems (ABS), traction control systems (TCS), advanced driver assistance systems (ADAS), automatic emergency brakes (AEB), and adaptive cruise control (ACC).

[0136] For example, ADAS is an active safety technology that leverages AI algorithms for intelligent image analysis. It uses sensors such as radar, cameras, LiDAR, ultrasound, and GPS to collect environmental data inside and outside the vehicle, and then processes it through technical processes such as identifying and detecting static and dynamic objects. It proactively makes decisions and takes preventive measures before the driver reacts, achieving both preventative and assistive functions to avoid traffic accidents.

[0137] Optionally, the status of the vehicle's active safety functions can be indicated by a flag.

[0138] In some examples, a flag is set for the active safety function status, and the flag value is used to indicate whether the vehicle has the active safety function status turned on. For example, if the flag of the active safety function status is 1, it means that the vehicle has turned on any one or more of the active safety functions. If the flag of the active safety function status is 0, it means that the vehicle has not turned on the active safety function. Alternatively, if the flag of the active safety function status is 0, it means that the vehicle has turned on any one or more of the active safety functions. If the flag of the active safety function status is 1, it means that the vehicle has not turned on the active safety function. This embodiment of the application is not specifically limited.

[0139] In other examples, a flag bit is set for each functional state of the active safety function, and the flag bit value is used to indicate whether the vehicle has the active safety function state turned on. For example, if the flag bits corresponding to each functional state of the active safety function are all 1, or the flag bits corresponding to some functional states are 1, it indicates that the vehicle has the active safety function state turned on. If the flag bits corresponding to each functional state of the active safety function are all 0, it indicates that the vehicle has not turned on the active safety function. The embodiments of the present application do not limit the method of indicating the active safety function state.

[0140] Understandably, safe driving is paramount, so active safety features take precedence over ride comfort. When any active safety feature is enabled, it prioritizes safety over comfort.

[0141] The lateral impact degree is used to indicate the degree of vehicle tilt when turning. The greater the lateral impact degree, the greater the vehicle tilt.

[0142] In a possible implementation, the lateral impact degree is obtained by derivation of the lateral acceleration.

[0143] The accelerator pedal opening is used to indicate the degree to which the user steps on the accelerator, and the brake pedal opening is used to indicate the degree to which the user steps on the brake.

[0144] For example, if the vehicle's accelerator pedal opening is 0, it indicates that the user is not currently pressing the accelerator and the vehicle is not accelerating. If the vehicle's accelerator pedal opening is greater than 0, it indicates that the user is currently pressing the accelerator and the vehicle is accelerating. The larger the accelerator pedal opening, the harder the user presses the accelerator, and the faster the vehicle speeds. Similarly, if the vehicle's brake pedal opening is 0, it indicates that the user is not currently pressing the brakes and the vehicle is not braking. If the vehicle's brake pedal opening is greater than 0, it indicates that the user is currently pressing the brakes and the vehicle is braking. The larger the brake pedal opening, the harder the user presses the brakes, the greater the user's need to decelerate, and the faster the vehicle speed decreases.

[0145] The gear status includes reverse gear, forward gear, park gear, and neutral gear. The specific gear status can be used to clearly indicate the vehicle's direction of movement and its state of motion. For example, if the gear status is reverse gear, it means that the vehicle is moving backwards and reversing.

[0146] Optionally, the gear status of the vehicle can be indicated by a flag. For example, the flag of reverse gear is 0, the flag of forward gear is 1, the flag of parking gear is 2, and the flag of neutral gear is 3. This embodiment of the present application is not specifically limited.

[0147] In some embodiments of the present application, the vehicle controller obtains vehicle status information through various sensors installed on the vehicle.

[0148] In one possible implementation, the vehicle controller obtains real-time data monitored by various sensors on the vehicle and calculates the vehicle status information based on the real-time data.

[0149] Optionally, the vehicle's sensors include but are not limited to wheel speed sensors, steering wheel angle sensors, accelerator pedal position sensors, brake pedal position sensors, and sensors for measuring longitudinal acceleration and lateral acceleration.

[0150] For example, the vehicle controller obtains real-time data (such as speed, acceleration, accelerator pedal and brake pedal, etc.) monitored by sensors in the vehicle (such as accelerometers, speed sensors, angle sensors, etc.), and the vehicle controller calculates and determines information such as the vehicle speed, the vehicle's lateral acceleration, the vehicle's longitudinal acceleration, the vehicle's lateral impact degree, the vehicle's accelerator pedal opening, and the vehicle's brake pedal opening based on the monitored real-time data.

[0151] Optionally, the vehicle controller obtains data monitored by a dead reckoning (DR) sensor and uses DR technology to calculate the monitored data to obtain vehicle status information.

[0152] DR sensors are sensors that use collected data for dead reckoning. DR sensors can be sensors within a vehicle's sensor system, such as gyroscopes, accelerometers, velocity sensors, GPS sensors, and visual sensors. DR technology is a commonly used positioning technique. Its basic principle is to use data collected by sensors such as direction sensors and velocity sensors to estimate the vehicle's instantaneous position, thereby achieving continuous autonomous positioning.

[0153] In other embodiments of the present application, the vehicle controller directly obtains the vehicle status information from various subsystems of the vehicle. For example, in the example of vehicle 500 described above, the vehicle controller obtains information such as the vehicle's active safety function status, the vehicle's accelerator pedal opening, the vehicle's brake pedal opening, and the vehicle's gear status from the sensor system 520, the control system 530, and other subsystems of the vehicle 500.

[0154] S602: The vehicle controller determines the vehicle state and the required longitudinal acceleration value according to the vehicle state information.

[0155] The vehicle state is the current driving state of the vehicle, including the driving state, braking state, and coasting state.

[0156] In some examples, the driving state may be the state of the vehicle accelerating, such as when a user steps on the accelerator to accelerate the vehicle. The braking state may be the state of the vehicle decelerating, such as when a user steps on the brake to decelerate the vehicle. The coasting state may be the state when neither the accelerator nor the brake is pressed, i.e., the state of the vehicle driving normally. The coasting state includes the energy recovery state.

[0157] It can be understood that the application scenario of the embodiment of the present application is a turning scenario, in which the vehicle usually slows down or maintains the speed so that the vehicle can pass the curve smoothly and safely.

[0158] Therefore, for this application scenario, the vehicle states corresponding to normal operations are braking and coasting, while the vehicle states corresponding to non-normal operations are driving. If categorized by normal and non-normal operations, the vehicle states can be divided into driving states corresponding to non-normal operations, and braking and coasting states corresponding to normal operations. This embodiment of the application does not limit the method for classifying vehicle states.

[0159] The following description takes the vehicle status including the driving state, the braking state and the coasting state as examples.

[0160] The longitudinal acceleration demand value is the theoretical value by which the vehicle's longitudinal acceleration should change, as determined by the vehicle controller based on the vehicle's state information. The longitudinal acceleration demand value can also be described as the longitudinal acceleration change.

[0161] In some embodiments of the present application, after obtaining vehicle status information, the vehicle controller determines the vehicle state based on the vehicle status information. In one example, the vehicle state is determined based on the brake pedal opening or accelerator pedal opening in the vehicle status information. For example, if the accelerator pedal opening is greater than 0, the vehicle is in a driving state. If the brake pedal opening is greater than 0, the vehicle is in a braking and coasting state.

[0162] In other embodiments of the present application, after the vehicle status information is acquired, the vehicle controller determines the required longitudinal acceleration value according to the vehicle status information. The specific implementation method is described below.

[0163] It should be noted that the embodiment of the present application does not limit the order in which the vehicle controller determines the vehicle state and the longitudinal acceleration requirement value.

[0164] Optionally, referring to FIG. 7 , the vehicle controller determining the required longitudinal acceleration value according to the vehicle status information in step S602 may be specifically implemented as follows:

[0165] S701. The vehicle controller pre-processes the vehicle status information to determine whether the comfort torque control function is enabled; if so, execute S702; if not, execute S703.

[0166] In some embodiments of the present application, after obtaining the vehicle status information, the vehicle controller preprocesses the vehicle status information to determine whether the vehicle status information meets the trigger conditions. If so, the vehicle controller enters the comfort torque control mode and enables the comfort torque control function.

[0167] Optionally, the vehicle controller determines whether each status information meets the trigger condition corresponding to the status information. If each status information meets the trigger condition corresponding to the status information, the vehicle controller enters the comfort torque control mode and enables the comfort torque control function; if at least one status information does not meet the trigger condition corresponding to the status information, the vehicle controller does not enter the comfort torque control mode and does not enable the comfort torque control function.

[0168] Optionally, when the vehicle controller determines that each piece of vehicle status information satisfies a trigger condition corresponding to that state information, the vehicle controller enters comfort torque control mode and enables the comfort torque control function. After the vehicle controller enables the comfort torque control function, the vehicle controller may determine a longitudinal acceleration correction value based on the status information and control the vehicle torque based on the longitudinal acceleration correction value.

[0169] Optionally, the vehicle status information is represented by a flag bit, and a standard flag bit is set for each trigger condition. Whether the comfort torque control function is enabled is determined by comparing the flag bit corresponding to the vehicle status information with the standard flag bit.

[0170] Optionally, referring to FIG8 , in step S701 , the vehicle controller pre-processes the vehicle status information to determine whether to enable the comfort torque control function, which may be specifically implemented as follows:

[0171] S801. The vehicle controller determines whether the active safety function status satisfies the first trigger condition based on the status information; if so, execute S802; if not, execute S703.

[0172] The first trigger condition is a pre-set judgment condition corresponding to the active safety function state. The first trigger condition is used to determine whether the state information can trigger the vehicle to activate the comfort torque control function.

[0173] In the embodiment of the present application, the first trigger condition is that the state of each active safety function is equal to a first threshold value. The first threshold value is a preset value used to indicate that the vehicle's active safety function is not activated.

[0174] Optionally, when the vehicle controller determines that each active safety function state is equal to the first threshold, it is determined that the active safety function state meets the first trigger condition, and then the vehicle controller determines that the active safety function of the vehicle is not turned on.

[0175] Exemplarily, based on the example in S601 above, the vehicle controller pre-sets a flag for each functional state of the active safety function and sets the first threshold to 0. When the vehicle controller determines that the flag corresponding to each functional state of the active safety function is 0 (that is, the flag corresponding to each functional state is equal to the first threshold), it determines that the vehicle has not activated the active safety function and that the active safety function state of the vehicle meets the first trigger condition. Subsequently, the vehicle controller retains the active safety function state and executes S802; otherwise, it executes S703.

[0176] In this way, the situation where the vehicle's active safety function intervenes in a curve scenario is taken into consideration. If a certain active safety function is turned on in the vehicle in a curve scenario, safety is the primary consideration, and the comfort target torque control is smoothly exited to ensure the vehicle's safety performance.

[0177] S802. The vehicle controller determines whether the vehicle's speed, lateral acceleration, and lateral impact degree meet the second trigger condition based on the status information; if so, execute S803; if not, execute S703.

[0178] The second trigger condition is also used to determine whether the status information triggers the vehicle to activate the comfort torque control function. The second trigger condition includes the first condition, the second condition, and the third condition. The first condition is the judgment condition corresponding to the preset speed; the second condition is the judgment condition corresponding to the preset lateral acceleration; and the third condition is the judgment condition corresponding to the preset lateral impact degree.

[0179] In an embodiment of the present application, if the vehicle controller determines that the vehicle speed meets the first condition, the vehicle's lateral acceleration meets the second condition, and the vehicle's lateral impact degree meets the third condition, then the vehicle's speed, lateral acceleration, and lateral impact degree are determined to meet the second trigger condition, the vehicle's speed, lateral acceleration, and lateral impact force are retained, and S803 is executed; otherwise, the vehicle controller determines that the vehicle's speed, lateral acceleration, and lateral impact degree do not meet the second trigger condition, and S703 is executed.

[0180] In some examples, the first condition is the safe speed range of the vehicle when turning. If the vehicle controller determines that the vehicle speed is within the safe speed range, it determines that the current vehicle speed meets the first condition, retains the vehicle speed, and continues to determine whether the vehicle's lateral acceleration meets the second condition; otherwise, the vehicle controller determines that the current vehicle speed does not meet the first condition and executes S703.

[0181] In other examples, the second condition is the safe lateral acceleration range of the vehicle when turning. If the vehicle controller determines that the vehicle's lateral acceleration is within the safe lateral acceleration range, it determines that the current vehicle's lateral acceleration meets the second condition, retains the vehicle's lateral acceleration, and continues to judge whether the vehicle's lateral impact degree meets the third condition; otherwise, the vehicle controller determines that the current vehicle's lateral acceleration does not meet the second condition and executes S703.

[0182] In some other examples, the third condition is the safe lateral impact range of the vehicle when turning. If the vehicle controller determines that the lateral impact degree of the vehicle is within the safe lateral impact degree range, it determines that the lateral impact degree of the current vehicle meets the third condition, retains the lateral impact degree of the vehicle, and executes S803; otherwise, the vehicle controller determines that the lateral impact degree of the current vehicle does not meet the third condition, and executes S703.

[0183] The present embodiment does not limit the order in which the vehicle controller determines whether the speed satisfies the first condition, whether the lateral acceleration satisfies the second condition, and whether the lateral impact degree satisfies the third condition. When the vehicle controller determines that the speed, lateral acceleration, and lateral impact degree all satisfy the corresponding conditions, it determines that the second trigger condition is satisfied.

[0184] Optionally, the vehicle controller indicates the vehicle's speed state, lateral acceleration state, and lateral impact state through a flag bit, and determines whether the speed, lateral acceleration, and lateral impact degree meet the second trigger condition based on the flag bit.

[0185] Exemplarily, when the vehicle controller presets the flag bits of the speed state, lateral acceleration state, and lateral impact degree state to be 1, it indicates that the speed, lateral acceleration, and lateral impact degree meet the second trigger condition.

[0186] Specifically, when the vehicle's speed meets the first condition, the vehicle controller determines that the flag bit of the current vehicle's speed state is 1; when the vehicle's lateral acceleration meets the second condition, the vehicle controller determines that the flag bit of the current vehicle's lateral acceleration state is 1; when the vehicle's lateral impact degree meets the third condition, the vehicle controller determines that the flag bit of the current vehicle's lateral impact degree state is 1. When the flag bits of the speed state, lateral acceleration state, and lateral impact degree state are all 1, the vehicle controller determines that the vehicle's speed, lateral acceleration, and lateral impact degree meet the second trigger condition, retains the corresponding data information, and executes S803; otherwise, the vehicle controller determines that the speed, lateral acceleration, and lateral impact degree do not meet the second trigger condition, and executes S703. The embodiment of the present application does not limit the order of judging the speed state, lateral acceleration state, and lateral impact degree state.

[0187] S803. The vehicle controller determines whether the gear status of the vehicle satisfies the third trigger condition based on the status information; if so, execute S702; if not, execute S703.

[0188] The third trigger condition is a pre-set judgment condition corresponding to the gear state. The third trigger condition is also used to determine whether the state information can trigger the vehicle to activate the comfort torque control function.

[0189] In the embodiment of the present application, the third trigger condition is that the gear state of the vehicle is equal to the second threshold value, wherein the second threshold value is a preset value corresponding to the gear state of the vehicle when it is driving normally.

[0190] Optionally, when the gear state of the vehicle is equal to the second threshold, the vehicle controller determines that the gear state meets the third trigger condition.

[0191] Exemplarily, based on the example of S601 above, if the gear corresponding to the second threshold is neutral, the second threshold is 3. When the flag bit of the gear status is the same as the second threshold, the vehicle controller determines that the current gear status of the vehicle meets the third trigger condition, retains the gear status, and executes S702; otherwise, the vehicle controller executes S703. In an embodiment of the present application, the vehicle controller preprocesses the status information of the vehicle. The vehicle controller determines whether the status information meets the corresponding trigger condition based on each status information of the vehicle. If each status information meets the trigger condition corresponding to the status information, it is determined to enable the comfort torque control function; if at least one of the status information does not meet the corresponding trigger condition, it is determined not to enable the comfort torque control function.

[0192] In this way, the vehicle controller determines whether to enable the comfort torque control function according to the pre-processing results of the vehicle status information through the above steps S801 to S803 to meet different needs of users.

[0193] The embodiment of the present application does not limit the specific implementation method of the vehicle controller determining whether to enable the comfort torque control function based on the status information. When each status information meets the corresponding trigger condition, the vehicle controller determines to enable the comfort torque control function.

[0194] It should be noted that the embodiment of the present application does not limit the execution order of steps S801, S802, and S803. If any of steps S801, S802, and S803 do not meet the corresponding trigger conditions, it can be determined that the current state of the vehicle does not meet the requirements for enabling the comfort torque control function, and S703 is directly executed. Only if each of steps S801, S802, and S803 meets the corresponding trigger conditions can it be determined that the current state of the vehicle meets the requirements for enabling the comfort torque control function, and S702 is executed.

[0195] S702: The vehicle controller enables the comfort torque control function and determines the required longitudinal acceleration value based on the vehicle status information.

[0196] In some embodiments of the present application, the vehicle controller obtains the required longitudinal acceleration value of the vehicle by inputting the vehicle's lateral acceleration and lateral impact into a dynamic model, where the dynamic model is used to represent the motion patterns of the vehicle.

[0197] In one possible implementation, the kinetic model is Among them, LgtA _c Indicates the required longitudinal acceleration value of the vehicle, a y represents the lateral acceleration of the vehicle, The lateral acceleration and lateral impact degree in the state information obtained in step S601 are input into the dynamic model to calculate the required longitudinal acceleration value of the vehicle.

[0198] S703: The vehicle controller does not enable the comfort torque control function, determines that the longitudinal acceleration demand value is 0, and the corresponding longitudinal acceleration correction value is also 0.

[0199] In some examples, after the vehicle controller determines that the comfort torque control function is not enabled, it determines that the required longitudinal acceleration value is 0, and the corresponding longitudinal acceleration correction value is also 0. There is no need to adjust the vehicle's longitudinal acceleration, and the torque is controlled based on the vehicle's current actual longitudinal acceleration.

[0200] Optionally, the vehicle controller senses the radius and curvature of the curve in advance based on radar information in the acquired status information, and determines the intervention timing and intervention operation of the comfort torque control function based on the radius and curvature of the curve.

[0201] Optionally, if the vehicle has the automatic driving function turned on, the vehicle controller can sense the curve, the radius and curvature of the curve in advance based on the path planning in the automatic driving function, and determine the intervention timing and intervention operation of the comfort torque control function based on the radius and curvature of the curve.

[0202] In this way, the vehicle controller can sense the curve in advance based on the information collected by the vehicle and the functions turned on by the vehicle, and perform comfort torque control in advance, further improving the control accuracy of the vehicle torque, so as to pass the curve more smoothly and improve the comfort of the vehicle.

[0203] In this way, after the longitudinal acceleration requirement value in step S603 is determined through the above steps S701 to S703, the following step S603 may be executed to determine the longitudinal acceleration correction value based on the longitudinal acceleration requirement value.

[0204] S603: The vehicle controller determines a longitudinal acceleration correction value according to the vehicle state information, the longitudinal acceleration requirement value, and the constraint conditions corresponding to the vehicle state.

[0205] The constraint conditions are set according to different vehicle states and are used to determine corresponding requirements for the longitudinal acceleration correction value.

[0206] In an embodiment of the present application, the vehicle controller determines whether the constraints corresponding to the vehicle state are met based on the state information, the longitudinal acceleration demand value and the vehicle state. If the vehicle state is determined to be a driving state, and the state information and the longitudinal acceleration demand value meet the constraints corresponding to the driving state, the vehicle controller determines the longitudinal acceleration demand value as the longitudinal acceleration correction value; if the vehicle state is determined to be a driving state, but the state information and the longitudinal acceleration demand value do not meet the constraints corresponding to the driving state, the vehicle controller determines the longitudinal acceleration correction value to be 0; if the vehicle state is determined to be a braking and coasting state, and the state information and the longitudinal acceleration demand value meet the constraints corresponding to the braking and coasting states, the vehicle controller determines the longitudinal acceleration demand value as the longitudinal acceleration correction value; if the vehicle state is determined to be a braking and coasting state, but the state information and the longitudinal acceleration demand value do not meet the constraints corresponding to the braking and coasting states, the vehicle controller determines the longitudinal acceleration correction value from the calibration map table based on the vehicle state information.

[0207] In some embodiments of the present application, before the vehicle controller determines the longitudinal acceleration correction value based on the vehicle status information, the longitudinal acceleration requirement value and the constraints corresponding to the vehicle status, the accelerator pedal flag position and the brake pedal flag position may also be determined first.

[0208] As shown in FIG9 , it is a flow chart of a method for determining an accelerator pedal flag position and a brake pedal flag position provided in an embodiment of the present application.

[0209] S901: The vehicle controller obtains the accelerator pedal opening and the brake pedal opening.

[0210] S902: The vehicle controller compares the accelerator pedal opening and the brake pedal opening with their respective corresponding state thresholds to determine the accelerator pedal flag position and the brake pedal flag position.

[0211] In one possible implementation, the vehicle controller determines the accelerator pedal flag according to the accelerator pedal opening and the first state threshold; the vehicle controller determines the brake pedal flag according to the brake pedal opening and the second state threshold.

[0212] The first state threshold is a critical value of the accelerator pedal when turning, and the second state threshold is a critical value of the brake pedal when turning.

[0213] In some examples, if the accelerator pedal opening is greater than a first state threshold, the vehicle controller determines that the accelerator pedal flag is 1 (which can also be described as an acceleration pedal flag). For example, FlagAPP=1, where FlagAPP represents the acceleration pedal flag. Correspondingly, if the accelerator pedal opening is less than or equal to the first state threshold, the vehicle controller determines that the accelerator pedal flag is 0, that is, FlagAPP=0.

[0214] In other examples, if the brake pedal opening is greater than the second state threshold, the vehicle controller determines that the brake pedal flag is 1. For example, FlagBKP = 1, where FlagBKP represents the brake pedal flag. Conversely, if the brake pedal opening is less than or equal to the second state threshold, the vehicle controller determines that the brake pedal flag is 0, i.e., FlagBKP = 0.

[0215] In this way, through the above steps S901-S902, after the vehicle controller determines the accelerator pedal flag and the brake pedal flag, the longitudinal acceleration correction value is determined according to the vehicle status information, the longitudinal acceleration requirement value and the constraint conditions corresponding to the vehicle status.

[0216] Optionally, referring to FIG10 , in step S603 , the vehicle controller determines the longitudinal acceleration correction value according to the vehicle state information, the longitudinal acceleration requirement value, and the constraint conditions corresponding to the vehicle state, which can be specifically implemented as follows:

[0217] S1001. The vehicle controller determines whether the vehicle state is a driving state based on the state information; if so, execute S1002; if not, execute S1005.

[0218] Specifically, when the vehicle controller determines that the vehicle state is the driving state, S1002 is executed, otherwise S1005 is executed.

[0219] S1002: The vehicle controller determines whether the vehicle's state information and the required longitudinal acceleration value meet the first constraint condition. If so, execute S1003; if not, execute S1004.

[0220] The first constraint condition is a corresponding requirement for determining the longitudinal acceleration correction value corresponding to the driving state.

[0221] In some embodiments of the present application, when the vehicle state is a driving state, the first constraint condition is that the longitudinal acceleration demand value is greater than 0 and the accelerator pedal opening is greater than a first state threshold.

[0222] The first state threshold value is as described in S902 above and will not be described again here.

[0223] Based on the above contents of S901-S902, when the accelerator pedal opening is greater than the first state threshold, the accelerator pedal flag is 1. That is, combined with the above contents of S901-S902, the first constraint condition can also be described as: the longitudinal acceleration demand value is greater than 0 and the accelerator pedal flag is 1. Accordingly, the first constraint condition corresponding to the vehicle state being the driving state is LgtA _c >0&&FlagAPP==1, where LgtA _cis the required longitudinal acceleration value of the vehicle calculated in step S702 above, and FlagAPP==1 indicates that the accelerator pedal flag is 1.

[0224] Specifically, when the vehicle controller determines that the vehicle's status information (i.e., the accelerator pedal opening is greater than the first status threshold, or the accelerator pedal flag is 1) and the longitudinal acceleration demand value (i.e., the longitudinal acceleration demand value is greater than 0) meets the first constraint condition, execute S1003, otherwise execute S1004.

[0225] It's understandable that when the vehicle is in the driving state, the user's accelerator pedal will gradually increase the vehicle's speed. Therefore, the vehicle's longitudinal acceleration will also gradually increase, and the required longitudinal acceleration value should be greater than 0. This ensures that the changed longitudinal acceleration is greater than the current longitudinal acceleration, thereby increasing the vehicle's speed.

[0226] S1003: The vehicle controller determines the longitudinal acceleration requirement value as the longitudinal acceleration correction value.

[0227] S1004: The vehicle controller determines that the longitudinal acceleration correction value is 0.

[0228] S1005: The vehicle controller determines whether the vehicle's state information and the required longitudinal acceleration value meet the second constraint condition. If so, execute S1003; if not, execute S1006.

[0229] The second constraint condition is a corresponding requirement for determining the longitudinal acceleration correction value corresponding to the braking and coasting states.

[0230] In some embodiments of the present application, when the vehicle state is a braking and coasting state, the second constraint condition is whether the longitudinal acceleration demand value is less than 0 and the brake pedal opening is greater than a second state threshold and the derivative of the longitudinal acceleration demand value is less than the actual longitudinal acceleration derivative.

[0231] The derivative of the longitudinal acceleration demand value is obtained by deriving the longitudinal acceleration demand value, and is theoretical data obtained by calculation based on the model.

[0232] The actual longitudinal acceleration derivative is obtained by derivation of the actual longitudinal acceleration of the vehicle at the current moment, and is the actual data of the vehicle at the current moment.

[0233] The second state threshold value is as described in S902 above and will not be described again here.

[0234] Based on the above S901-S902, when the brake pedal opening is greater than the second state threshold, the brake pedal flag is 1. That is, combined with the above S901-S902, the first constraint can also be described as: the longitudinal acceleration demand value is less than 0 and the accelerator pedal flag is 1 and the longitudinal acceleration demand value derivative is less than the actual longitudinal acceleration derivative. Correspondingly, the second constraint corresponding to the vehicle state of braking and coasting can also be described as Is it less than the actual longitudinal acceleration derivative? _c is the required longitudinal acceleration value of the vehicle calculated in step S702 above, FlagAPP==1 indicates that the accelerator pedal flag is 1, is the derivative of the longitudinal acceleration demand value after the derivative of the longitudinal acceleration demand value.

[0235] Specifically, when the vehicle controller determines that the vehicle state information (i.e., the brake pedal opening is greater than the second state threshold, or the brake pedal flag is 1), the longitudinal acceleration demand value (i.e., the longitudinal acceleration demand value is less than 0), and the longitudinal acceleration demand value derivative (i.e., the longitudinal acceleration demand value derivative is less than the actual longitudinal acceleration derivative) all meet the second constraint condition, S1003 is executed. When the vehicle controller determines that the vehicle state information (i.e., the brake pedal opening is greater than the second state threshold, or the brake pedal flag is 1), the longitudinal acceleration demand value (i.e., the longitudinal acceleration demand value is less than 0), and the longitudinal acceleration demand value derivative (i.e., the longitudinal acceleration demand value derivative is greater than or equal to the actual longitudinal acceleration derivative) do not meet the second constraint condition, S1006 is executed.

[0236] It's understandable that when the vehicle is in braking or coasting mode, the user applies the brakes, causing the vehicle's speed to gradually decrease. Consequently, the vehicle's longitudinal acceleration also gradually decreases, and the required longitudinal acceleration value should be less than 0. This ensures that the changed longitudinal acceleration is less than the current longitudinal acceleration, thereby reducing the vehicle's speed.

[0237] Optionally, the state information acquired by the vehicle includes the actual longitudinal acceleration of the vehicle at a current moment, and the actual longitudinal acceleration is derived to obtain an actual longitudinal acceleration derivative.

[0238] In one possible implementation, the vehicle controller determines the deviation of the longitudinal acceleration demand value derivative based on the actual longitudinal acceleration derivative. If the longitudinal acceleration demand value derivative is less than the actual longitudinal acceleration derivative, the deviation of the longitudinal acceleration demand value derivative is determined to be small. If the longitudinal acceleration demand value derivative is greater than or equal to the actual longitudinal acceleration derivative, the deviation of the longitudinal acceleration demand value derivative is determined to be large.

[0239] For example, when the vehicle controller determines that the longitudinal acceleration demand value is less than 0 and the brake pedal flag is 1 and the longitudinal acceleration demand value derivative deviation is small (ie, When the vehicle controller determines that the longitudinal acceleration demand value is less than 0 and the brake pedal flag is 1 and the longitudinal acceleration demand value derivative deviates greatly (ie, When the deviation is large, execute S1006.

[0240] S1006: The vehicle controller determines a longitudinal acceleration correction value from a calibration map according to the vehicle status information.

[0241] The calibration map includes the corresponding relationship between the vehicle speed, the vehicle steering wheel speed, the vehicle longitudinal impact degree and the longitudinal acceleration correction value.

[0242] Optionally, the vehicle controller determines the corresponding longitudinal acceleration correction value from the calibration map table according to the vehicle speed, the vehicle steering wheel speed and the vehicle lateral impact degree, and determines the longitudinal acceleration correction value in the map table as the longitudinal acceleration correction value that the current vehicle should execute.

[0243] In this way, after the longitudinal acceleration correction value is determined through the above step S603, the following step S604 can be executed to adjust the torque of the controlled vehicle based on the longitudinal acceleration correction value.

[0244] S604: The vehicle controller controls the torque of the vehicle according to the longitudinal acceleration correction value.

[0245] In some embodiments of the present application, the vehicle controller determines the torque adjustment amount according to the longitudinal acceleration correction value.

[0246] In one possible implementation, the vehicle controller determines the torque adjustment amount according to the longitudinal acceleration correction value, the vehicle weight, and the tire radius.

[0247] Specifically, tau=m*a*r, where tau represents the torque adjustment amount, a represents the intermediate acceleration correction value, and r is the tire radius.

[0248] In other embodiments of the present application, the vehicle controller controls the torque of the vehicle according to the torque adjustment amount.

[0249] It can be understood that when the longitudinal acceleration correction value is less than 0, the vehicle's longitudinal acceleration is reduced, and the corresponding torque adjustment is also less than 0. Therefore, a torque reduction operation is performed based on the torque adjustment. When the longitudinal acceleration correction value is greater than 0, the vehicle's longitudinal acceleration is increased, and the corresponding torque adjustment is also greater than 0. Therefore, a torque increase operation is performed based on the torque adjustment. In this way, the vehicle's torque is dynamically controlled based on the longitudinal acceleration correction value.

[0250] In other embodiments of the present application, the vehicle controller adjusts the torque, such as increasing or decreasing the torque, according to the motor driving mode and the longitudinal acceleration correction value.

[0251] Optionally, different motor driving modes correspond to different torque adjustment modes.

[0252] In some examples, when the vehicle's motor drive mode is single-motor drive (mostly rear motor drive), the torque is adjusted as follows: the single motor (rear motor) increases or decreases torque according to the longitudinal acceleration correction value.

[0253] In other examples, when the vehicle is driven by two motors (front and rear motors), torque is adjusted as follows: the rear motor reduces torque based on the acceleration correction value, while the front motor increases torque based on the acceleration correction value. Furthermore, when the front and rear motors are driven together, the torque reduction is applied to the rear motor and the torque increase is applied to the front motor. This can maximize the front wheel lateral force during the torque reduction turn and improve stability.

[0254] In this way, the vehicle controller adaptively adjusts the torque according to the motor drive mode, which can reduce the system's time lag and delay, accurately control the torque change, and effectively improve the comfort and stability of the vehicle when turning.

[0255] Through the above process, the vehicle controller in the embodiment of the present application can determine the vehicle state and the required longitudinal acceleration value based on the acquired vehicle state information, then determine the longitudinal acceleration correction value based on the constraints corresponding to the longitudinal acceleration requirement and the vehicle state, and finally control the vehicle torque based on the longitudinal acceleration correction value. This optimizes the torque control strategy, further improving the control accuracy of the vehicle torque, thereby enhancing the comfort and stability of the vehicle during driving. Moreover, the above control strategy is applicable to electric vehicles and can adaptively adjust the motor torque according to the motor drive mode, thereby reducing wear on vehicle components.

[0256] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of method. In order to realize the above functions, it includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should easily appreciate that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in a hardware or computer software driven hardware manner depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0257] In the embodiments of the present application, the torque control system can be divided into functional modules according to the above-mentioned method examples. For example, each functional module can be divided according to each function, or two or more functions can be integrated into a single processing module. The above-mentioned integrated modules can be implemented in the form of hardware or software functional modules. It should be noted that the module division in the embodiments of the present application is schematic and is only a logical functional division. In actual implementation, other division methods may be used.

[0258] FIG11 illustrates a possible schematic structural diagram of a torque control device involved in the above-described embodiments. As shown in FIG11 , a torque control device 1100 may include an acquisition unit 1101 and a processing unit 1102. The torque control device 1100 is configured to execute the above-described torque control method, for example, the torque control method illustrated in FIG6 . Of course, the torque control device may also include other modules, or may include fewer modules. This is not a limitation of the present embodiment.

[0259] The acquisition unit 1101 is used to acquire the status information of the vehicle.

[0260] Specifically, the acquisition unit 1101 is used to obtain status information such as the vehicle's active safety function status, vehicle speed, vehicle lateral acceleration, vehicle longitudinal acceleration, vehicle lateral impact degree, vehicle accelerator pedal opening, vehicle brake pedal opening, vehicle gear status, vehicle steering wheel speed, road slope of the vehicle, and radar information.

[0261] The processing unit 1102 is configured to determine the vehicle state and the longitudinal acceleration requirement value according to the vehicle state information.

[0262] In one possible implementation, the processing unit 1102 is specifically used to determine the vehicle state based on the vehicle state information; pre-process the vehicle state information to determine whether to enable the comfort torque control function; if the comfort torque control function is enabled, determine the longitudinal acceleration demand value based on the vehicle state information; if the comfort torque control function is not enabled, determine the longitudinal acceleration demand value to be 0, and the corresponding longitudinal acceleration correction value is also 0.

[0263] In one possible implementation, the processing unit 1102 is further specifically used to determine, based on the status information, whether the active safety function status in the status information satisfies a first trigger condition; if it is determined that the active safety function status satisfies the first trigger condition, then determine, based on the status information, whether the speed, lateral acceleration, and lateral impact degree in the vehicle's status information satisfy a second trigger condition; otherwise, the comfort torque control function is not enabled; if it is determined that the vehicle's speed, lateral acceleration, and lateral impact degree satisfy the second trigger condition, then determine, based on the status information, whether the gear status in the vehicle's status information satisfies a third trigger condition; otherwise, the comfort torque control function is not enabled; if it is determined that the vehicle's gear status satisfies the third trigger condition, then determine to enable the comfort torque control function; otherwise, the comfort torque control function is not enabled.

[0264] Among them, the first trigger condition includes the active safety function status being equal to the first threshold; the first threshold is used to indicate that the vehicle's active safety function is not turned on; the second trigger condition includes the speed being within the safe speed range, the lateral acceleration being within the safe lateral acceleration range, and the lateral impact degree being within the safe lateral impact degree range; the third trigger condition includes the gear status being equal to the second threshold; the second threshold is a pre-set value corresponding to the gear status when the vehicle is driving normally.

[0265] The processing unit 1102 is further configured to determine a longitudinal acceleration correction value according to the vehicle state information, the longitudinal acceleration requirement value, and the constraint conditions corresponding to the vehicle state.

[0266] In one possible implementation, the processing unit 1102 is further specifically used to determine whether the vehicle state is a driving state based on the state information; if the vehicle state is determined to be a driving state, then determine whether the vehicle state information and the longitudinal acceleration requirement value meet the first constraint condition; if the vehicle state information and the longitudinal acceleration requirement value meet the first constraint condition, then determine the longitudinal acceleration requirement value as the longitudinal acceleration correction value; otherwise, determine the longitudinal acceleration correction value as 0; or, if the vehicle state is determined not to be a driving state, then determine whether the vehicle state information and the longitudinal acceleration requirement value meet the second constraint condition; if the vehicle state information and the longitudinal acceleration requirement value meet the second constraint condition, then determine the longitudinal acceleration requirement value as the longitudinal acceleration correction value; otherwise, determine the longitudinal acceleration correction value from the calibration map table based on the vehicle state information.

[0267] The processing unit 1102 is further configured to correct the torque of the vehicle according to the longitudinal acceleration.

[0268] In a possible implementation, the processing unit 1102 is further configured to control the torque of the vehicle according to the motor driving mode and the longitudinal acceleration correction value.

[0269] Specifically, if the motor drive mode is single-motor drive, the single motor increases or reduces the torque according to the longitudinal acceleration correction value; if the motor drive mode is dual-motor drive, the rear motor reduces the torque according to the longitudinal acceleration correction value, or the front motor increases the torque according to the longitudinal acceleration correction value.

[0270] Optionally, the torque control device 1100 shown in FIG11 may further include a storage unit (not shown in FIG11 ) storing a program or instruction. When the acquisition unit 1101 and the processing unit 1102 execute the program or instruction, the torque control device 1100 shown in FIG11 may perform the torque control method described in the above method embodiment.

[0271] The operations and / or functions of each unit in the torque control device 1100 are respectively for realizing the corresponding processes of the torque control method described in the above method embodiment. All relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional unit. For the sake of brevity, they will not be repeated here.

[0272] The technical effects of the torque control device 1100 shown in FIG11 may refer to the technical effects of the torque control method described in the above method embodiment, and will not be repeated here.

[0273] As an example, in conjunction with FIG4 , the functions implemented by the acquisition unit 1101 and the processing unit 1102 in the torque control device 1100 can be implemented by the processor 41 in FIG4 executing the program code in the memory 42 in FIG4 .

[0274] An embodiment of the present application also provides a chip system, as shown in Figure 12, the chip system 1200 includes at least one processor 1201 and at least one interface circuit 1202. As an example, when the chip system 1200 includes one processor and one interface circuit, the one processor may be the processor 1201 shown in the solid box in Figure 12 (or the processor 1201 shown in the dotted box), and the one interface circuit may be the interface circuit 1202 shown in the solid box in Figure 12 (or the interface circuit 1202 shown in the dotted box). When the chip system 1200 includes two processors and two interface circuits, the two processors include the processor 1201 shown in the solid box in Figure 12 and the processor 1201 shown in the dotted box, and the two interface circuits include the interface circuit 1202 shown in the solid box in Figure 12 and the interface circuit 1202 shown in the dotted box. This is not limited.

[0275] The processor 1201 and the interface circuit 1202 can be interconnected via a line. For example, the interface circuit 1202 can be used to receive signals. For another example, the interface circuit 1202 can be used to send signals to other devices (such as the processor 1201). Exemplarily, the interface circuit 1202 can read instructions stored in the memory and send the instructions to the processor 1201. When the instructions are executed by the processor 1201, the torque control device can perform the various steps in the above-mentioned embodiment. Of course, the chip system can also include other discrete devices, which are not specifically limited in this embodiment of the present application.

[0276] Exemplarily, the chip system may be a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a system on chip (SoC), a central processor unit (CPU), a network processor (NP), a digital signal processor (DSP), a microcontroller unit (MCU), a programmable logic device (PLD) or other integrated chips.

[0277] It should be understood that each step in the above method embodiment can be completed by hardware integrated logic circuits in a processor or by software instructions. The method steps disclosed in the embodiments of the present application can be directly embodied as being executed by a hardware processor, or by a combination of hardware and software modules in a processor.

[0278] An embodiment of the present application further provides a computer-readable storage medium storing one or more computer programs, wherein the one or more computer programs include instructions that, when executed by a computer, enable the computer to execute the corresponding process of the torque control method in the above embodiment.

[0279] In some embodiments, the disclosed methods may be implemented as computer program instructions encoded in a machine-readable format on a computer-readable storage medium or on other non-transitory media or articles of manufacture.

[0280] An embodiment of the present application further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement the torque control method in the above-mentioned embodiment.

[0281] The apparatus, computer-readable storage medium, computer program product, or chip provided in the embodiments of the present application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0282] The steps of the method or algorithm described in conjunction with the disclosure of the embodiments of the present application can be implemented in a hardware manner or can be implemented by a processor executing software instructions. The software instructions can be composed of corresponding software modules, and the software modules can be stored in a random access memory (RAM), a flash memory, a read-only memory, an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a register, a hard disk, a mobile hard disk, a compact disc read-only memory (CD-ROM) or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor so that the processor can read information from the storage medium and can write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and the storage medium can be located in an application specific integrated circuit (ASIC).

[0283] Through the description of the above embodiments, those skilled in the art will clearly understand that for the sake of convenience and brevity, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed; that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. The specific working processes of the above-mentioned systems, devices, and units can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0284] In the several embodiments provided in this application, it should be understood that the disclosed methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of the modules or units is only a logical function division, and there may be other division methods in actual implementation; for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of modules or units, which can be electrical, mechanical or other forms.

[0285] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0286] Computer-readable storage media include, but are not limited to, any of the following: a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, and other media that can store program code.

[0287] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A torque control method, characterized in that: The method comprises: Get vehicle status information; Determining a vehicle state and a longitudinal acceleration requirement value according to the state information of the vehicle; Determining a longitudinal acceleration correction value according to the state information of the vehicle, the longitudinal acceleration requirement value, and a constraint condition corresponding to the vehicle state; The torque of the vehicle is controlled based on the longitudinal acceleration correction value.

2. The torque control method according to claim 1, characterized in that: The determining of the vehicle state and the longitudinal acceleration requirement value according to the state information of the vehicle includes: Determining the vehicle state according to the vehicle state information; pre-processing the state information of the vehicle to determine whether to enable a comfort torque control function; If the comfort torque control function is enabled, determining the longitudinal acceleration requirement value according to the state information of the vehicle; If the comfort torque control function is not enabled, the longitudinal acceleration requirement value is determined to be 0, and the corresponding longitudinal acceleration correction value is also 0.

3. The torque control method according to claim 2, characterized in that: The pre-processing of the state information of the vehicle to determine whether to enable a comfort torque control function comprises: determining, according to the state information, whether the active safety function state in the state information satisfies a first trigger condition; If it is determined that the active safety function state meets the first trigger condition, determining whether the speed, lateral acceleration and lateral impact degree in the state information of the vehicle meet the second trigger condition according to the state information; otherwise, not enabling the comfort torque control function; If it is determined that the speed, the lateral acceleration and the lateral impact degree of the vehicle meet the second trigger condition, determining whether the gear state in the state information of the vehicle meets the third trigger condition according to the state information; otherwise, not enabling the comfort torque control function; If it is determined that the gear state of the vehicle satisfies a third trigger condition, it is determined to enable the comfort torque control function; otherwise, the comfort torque control function is not enabled.

4. The torque control method according to claim 3, characterized in that: The first trigger condition includes that the active safety function status is equal to a first threshold; the first threshold is used to indicate that the active safety function of the vehicle is not turned on; the second trigger condition includes that the speed is within a safe speed range, the lateral acceleration is within a safe lateral acceleration range, and the lateral impact degree is within a safe lateral impact degree range; the third trigger condition includes that the gear status is equal to a second threshold; the second threshold is a pre-set value corresponding to the gear status when the vehicle is driving normally.

5. The torque control method according to any one of claims 1 to 4, characterized in that: The determining of the longitudinal acceleration correction value according to the state information of the vehicle, the longitudinal acceleration requirement value and the constraint condition corresponding to the vehicle state includes: Determine whether the vehicle state is a driving state according to the state information; If it is determined that the vehicle state is a driving state, determining whether the state information of the vehicle and the longitudinal acceleration requirement value satisfy a first constraint condition; If it is determined that the state information of the vehicle and the longitudinal acceleration requirement value satisfy a first constraint condition, the longitudinal acceleration requirement value is determined as the longitudinal acceleration correction value; otherwise, the longitudinal acceleration correction value is determined to be 0; or, If it is determined that the vehicle state is not a driving state, determining whether the state information of the vehicle and the longitudinal acceleration requirement value satisfy a second constraint condition; If it is determined whether the state information of the vehicle and the longitudinal acceleration requirement value satisfy the second constraint condition, the longitudinal acceleration requirement value is determined as the longitudinal acceleration correction value; otherwise, the longitudinal acceleration correction value is determined from a calibration map table according to the state information of the vehicle.

6. The torque control method according to any one of claims 1 to 5, characterized in that: Before determining the longitudinal acceleration correction value according to the state information of the vehicle, the longitudinal acceleration requirement value and the constraint condition corresponding to the vehicle state, the method further includes: Acquire the accelerator pedal opening and the brake pedal opening in the status information; The accelerator pedal opening and the brake pedal opening are respectively compared with their corresponding state thresholds to determine the accelerator pedal flag position and the brake pedal flag position.

7. The torque control method according to any one of claims 1 to 6, characterized in that: The controlling the torque of the vehicle according to the longitudinal acceleration correction value comprises: The torque of the vehicle is controlled according to the motor driving mode and the longitudinal acceleration correction value.

8. The torque control method according to claim 7, characterized in that: The controlling the torque of the vehicle according to the motor driving mode and the longitudinal acceleration correction value comprises: If the motor driving mode is single motor driving, the single motor increases or decreases torque according to the longitudinal acceleration correction value; If the motor driving mode is dual-motor driving, the rear motor reduces torque according to the longitudinal acceleration correction value, or the front motor increases torque according to the longitudinal acceleration correction value.

9. The torque control method according to any one of claims 1 to 8, characterized in that: The status information includes one or more of the following: active safety function status, speed, lateral acceleration, longitudinal acceleration, lateral impact degree, accelerator pedal opening, brake pedal opening and gear status.

10. A torque control device, characterized in that: include: A processor and a memory, wherein the memory is coupled to the processor, and the memory is used to store computer-readable instructions. When the processor reads the computer-readable instructions from the memory, the torque control device executes the method according to any one of claims 1 to 9.

11. A means of transport, characterized in that: The vehicle comprises the torque control device according to claim 10 .

12. A chip system, characterized in that: It includes at least one processor and at least one interface circuit, wherein the at least one interface circuit is used to perform transceiver functions and send instructions to the at least one processor, and the at least one processor executes the instructions, and the at least one processor executes the method as described in any one of claims 1-9.

13. A computer-readable storage medium, characterized in that: The computer-readable storage medium comprises a computer program, and when the computer program is run on a computer, the computer is caused to execute the method according to any one of claims 1 to 9.

14. A computer program product, characterized in that When the computer program product is executed on a computer, the computer is caused to execute the method according to any one of claims 1 to 9.

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