Driving torque adjustment method and device, vehicle, and storage medium

Abstract

A driving torque adjustment method and device, a vehicle (200), and a storage medium. The driving torque adjustment method comprises: detecting whether a mass calculation condition of a vehicle (200) is sufficient; if the mass calculation condition of the vehicle (200) is sufficient, calculating the current mass of the vehicle (200) in real time; on the basis of the current mass of the vehicle (200), calculating a torque correction coefficient; and on the basis of the torque correction coefficient and the required torque of the vehicle (200), calculating a driving torque of the vehicle (200), and controlling a driving system (50) of the vehicle (200) on the basis of the driving torque. In this way, the current mass of the vehicle (200) is calculated, the torque correction coefficient is calculated on the basis of the mass, and then the torque can be adjusted on the basis of the torque correction coefficient, and torque compensation can be performed on the driving system (50), so that the vehicle (200) having the changed mass and the vehicle (200) having the calibrated reference mass can keep the same acceleration while the stroke for the driver stepping on the accelerator pedal and the torque remain unchanged.

Description

Driving torque adjustment method, device, vehicle and storage medium

[0001] Priority information

[0002] This application claims priority and benefits of patent application No. 202310819586.3 filed with the State Intellectual Property Office of China on July 5, 2023, and the entire text of which is incorporated herein by reference. Technical Field

[0003] The present invention relates to the field of vehicle technology, and in particular to a driving torque adjustment method, device, vehicle, and storage medium. Background Art

[0004] Currently, in the current market, when a driver is driving a vehicle, the driving torque output by the powertrain is interpolated based on an accelerator pedal travel-torque map set in the controller. This accelerator pedal travel-torque map is typically calibrated to achieve a set vehicle power performance indicator under a fixed vehicle load. As a result, when the actual vehicle load changes, the vehicle's acceleration performance at a given accelerator pedal travel can vary significantly. This causes the driver's speed to change even when the accelerator pedal is pressed at the same travel distance, affecting the driver's perception of the vehicle's powertrain and making it more likely that the driver will over-accelerate or under-accelerate while driving.

[0005] Summary of the Invention

[0006] Embodiments of the present application provide a driving torque adjustment method, device, vehicle, and storage medium.

[0007] The driving torque adjustment method according to an embodiment of the present application is used for a vehicle, and is characterized in that the driving torque adjustment method includes:

[0008] detecting whether the calculation conditions of the vehicle mass are sufficient;

[0009] When the mass calculation conditions of the vehicle are sufficient, calculating the current mass of the vehicle in real time;

[0010] Calculating a torque correction factor based on the current mass of the vehicle;

[0011] A driving torque of the vehicle is calculated based on the torque correction coefficient and a required torque of the vehicle, and a driving system of the vehicle is controlled based on the driving torque.

[0012] In the driving torque adjustment method of the embodiment of the present application, the driving torque adjustment method includes detecting whether the calculation conditions for the vehicle mass are sufficient; if the vehicle mass calculation conditions are sufficient, calculating the vehicle's current mass in real time; calculating a torque correction coefficient based on the vehicle's current mass; calculating the vehicle's driving torque based on the torque correction coefficient and the vehicle's required torque, and controlling the vehicle's drive system based on the driving torque. In this way, the vehicle can calculate the torque correction coefficient based on the current mass, and then adjust the torque using the torque correction coefficient to perform torque compensation on the drive system. In this way, if the driver's accelerator pedal travel and torque remain unchanged, the vehicle after the mass change can maintain the same acceleration as a vehicle with a calibrated reference mass.

[0013] In some embodiments, detecting whether the calculation conditions for the vehicle mass are sufficient includes:

[0014] Detecting whether the mass of the vehicle is updated;

[0015] In the case where the mass of the vehicle satisfies an update condition, detecting whether a calculation condition for the mass of the vehicle is sufficient;

[0016] When the mass of the vehicle does not meet the update condition, the calibrated reference mass of the vehicle or the current mass of the vehicle calculated in real time is used.

[0017] In this way, it is possible to determine whether the vehicle is restarted by detecting whether the vehicle is powered on or other conditions, and then determine whether the vehicle's mass needs to be recalculated and updated, so that after the vehicle mass changes, the torque can be adjusted according to the latest mass to ensure accurate torque adjustment.

[0018] In some embodiments, the detecting whether the calculation conditions of the vehicle mass are sufficient further includes:

[0019] In the case that the conditions for calculating the mass of the vehicle are insufficient, the calibrated reference mass of the vehicle is used.

[0020] In this way, when the vehicle's mass calculation conditions are insufficient to measure the vehicle's mass, the vehicle's calibrated reference mass can be directly used. The calibrated reference mass is the vehicle's mass under a commonly used fixed load, so that the vehicle's accelerator pedal is controlled according to the original travel and torque reference.

[0021] In some embodiments, the real-time calculation of the current mass of the vehicle includes:

[0022] detecting an output driving force of the driving system;

[0023] Calculating a current initial mass value of the vehicle according to the output driving force;

[0024] A plurality of consecutive initial values ​​of the current mass are obtained and averaged to obtain the current mass of the vehicle.

[0025] In this way, multiple current mass initial values ​​can be obtained and averaged so that the vehicle can obtain a more accurate current mass, and the vehicle's torque correction coefficient can be calculated based on the current mass to ensure high accuracy of torque compensation correction.

[0026] In certain embodiments, before calculating the driving torque of the vehicle according to the torque correction coefficient and the required torque of the vehicle and controlling the driving system of the vehicle according to the driving torque, the method further includes:

[0027] detecting whether the vehicle satisfies a correction condition;

[0028] When the vehicle satisfies a correction condition, calculating the driving torque of the vehicle according to the torque correction coefficient;

[0029] When the vehicle does not meet the correction condition, the driving torque of the vehicle is calculated according to a torque calibration coefficient.

[0030] In this way, it is necessary to detect whether the vehicle meets the correction conditions to avoid possible dangerous problems caused by sudden changes in the torque of the accelerator pedal during driving of the vehicle.

[0031] In some embodiments, calculating the driving torque of the vehicle according to the torque correction coefficient further includes:

[0032] A low-pass filtering transition process is performed on the torque correction coefficient.

[0033] In this way, the values ​​with large changes in the multiple current initial quality values ​​can be removed through the low-pass filtering transition process, so that the final calculated average quality has higher accuracy.

[0034] In certain embodiments, when the vehicle satisfies a correction condition, calculating the driving torque of the vehicle according to the torque correction coefficient includes:

[0035] When the accelerator pedal stroke of the vehicle is less than a predetermined opening degree, the driving torque of the vehicle is calculated according to the torque correction coefficient.

[0036] In this way, during vehicle driving, if the vehicle accelerator pedal stroke is greater than or equal to a predetermined opening, changing the driving torque according to the torque correction coefficient will cause a sudden change in the vehicle torque, resulting in jerking of the vehicle while driving.

[0037] The driving torque adjustment device of the embodiment of the present application includes a detection module, a calculation module, a correction module and an execution module. The detection module is used to detect whether the calculation conditions of the vehicle mass are sufficient; the calculation module is used to calculate the current mass of the vehicle in real time when the calculation conditions of the vehicle mass are sufficient; the correction module is used to calculate the torque correction coefficient according to the current mass of the vehicle; the execution module is used to calculate the driving torque of the vehicle according to the torque correction coefficient and the required torque of the vehicle, and control the driving system of the vehicle according to the driving torque.

[0038] The vehicle according to the embodiment of the present application includes a processor and a memory, wherein the processor is configured to execute a computer program stored in the memory to perform the driving torque adjustment method described in any one of the above embodiments.

[0039] An embodiment of the present application provides a readable storage medium storing a computer program. When the computer program is executed by one or more processors, the driving torque adjustment method described in any one of the above embodiments is implemented.

[0040] In the drive torque adjustment method, device, vehicle, and storage medium of the embodiments of the present application, the drive torque adjustment method includes detecting whether the vehicle mass calculation conditions are sufficient; if the vehicle mass calculation conditions are sufficient, calculating the vehicle's current mass in real time; calculating a torque correction coefficient based on the vehicle's current mass; calculating the vehicle's drive torque based on the torque correction coefficient and the vehicle's required torque, and controlling the vehicle's drive system based on the drive torque. In this way, the vehicle can calculate the torque correction coefficient based on the mass by calculating the current mass, and then adjust the torque using the torque correction coefficient to perform torque compensation on the drive system. In this way, if the driver's accelerator pedal stroke and torque remain unchanged, the vehicle after the mass change can maintain the same acceleration as a vehicle with a calibrated reference mass.

[0041] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments with reference to the following drawings, in which:

[0043] FIG1 is a schematic flow chart of a driving torque adjustment method according to an embodiment of the present application;

[0044] FIG2 is a schematic structural diagram of a vehicle according to an embodiment of the present application;

[0045] FIG3 is a schematic structural diagram of a driving torque adjustment device according to an embodiment of the present application;

[0046] FIG4 is another schematic flow chart of a driving torque adjustment method according to an embodiment of the present application;

[0047] FIG5 is another schematic flow chart of a driving torque adjustment method according to an embodiment of the present application;

[0048] FIG6 is another schematic flow chart of the driving torque adjustment method according to an embodiment of the present application;

[0049] FIG7 is another schematic flow chart of the driving torque adjustment method according to an embodiment of the present application;

[0050] FIG8 is another schematic flow chart of the driving torque adjustment method according to an embodiment of the present application;

[0051] FIG9 is another schematic flow chart of the driving torque adjustment method according to the embodiment of the present application.

[0052] Description of the main component symbols: driving torque adjustment device 100 , detection module 10 , calculation module 20 , correction module 30 , execution module 40 , driving system 50 , sensor 60 , vehicle 200 , processor 201 , memory 202 . DETAILED DESCRIPTION

[0053] The embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and are not to be construed as limiting the present invention.

[0054] In this application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0055] The disclosure below provides many different embodiments or examples for realizing different structures of the present application. In order to simplify the disclosure of the present application, the components and settings of specific examples are described below. Of course, they are merely examples and are not intended to limit the present application. In addition, the present application may repeat reference numbers and / or reference letters in different examples, and such repetition is for the purpose of simplicity and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present application provides examples of various specific processes and materials, but those of ordinary skill in the art will appreciate the application of other processes and / or the use of other materials.

[0056] 1 and 2 , a driving torque adjustment method according to an embodiment of the present application is applied to a vehicle 200 . The driving torque adjustment method includes:

[0057] 01, check whether the calculation conditions of the vehicle 200 mass are sufficient;

[0058] 02. When the mass calculation conditions of the vehicle 200 are sufficient, calculate the current mass of the vehicle 200 in real time;

[0059] 03. Calculate a torque correction coefficient based on the current mass of the vehicle 200;

[0060] 04, calculate the driving torque of the vehicle 200 according to the torque correction coefficient and the required torque of the vehicle 200, and control the driving system 50 of the vehicle 200 according to the driving torque.

[0061] Please refer to Figure 3. The driving torque adjustment device 100 of the embodiment of the present application includes a detection module 10, a calculation module 20, a correction module 30 and an execution module 40. The detection module 10 is used to detect whether the calculation conditions of the mass of the vehicle 200 are sufficient; the calculation module 20 is used to calculate the current mass of the vehicle 200 in real time when the calculation conditions of the mass of the vehicle 200 are sufficient; the correction module 30 is used to calculate the torque correction coefficient according to the current mass of the vehicle 200; the execution module 40 is used to calculate the driving torque of the vehicle 200 according to the torque correction coefficient and the required torque of the vehicle 200, and control the driving system 50 of the vehicle 200 according to the driving torque.

[0062] Referring to FIG. 2 , a vehicle 200 according to an embodiment of the present application includes a processor 201 and a memory 202 , wherein the processor 201 is configured to execute a computer program stored in the memory 202 to perform the driving torque adjustment method according to any one of the embodiments of the present application. For example, the processor 201 may be configured to detect whether the calculation conditions for the mass of the vehicle 200 are sufficient; and to calculate the current mass of the vehicle 200 in real time if the calculation conditions for the mass of the vehicle 200 are sufficient; and to calculate a torque correction coefficient based on the current mass of the vehicle 200; and to calculate the driving torque of the vehicle 200 based on the torque correction coefficient and the required torque of the vehicle 200, and to control the drive system 50 of the vehicle 200 based on the driving torque.

[0063] In the driving torque adjustment method, driving torque adjustment device 100, and vehicle 200 of the embodiments of the present application, the driving torque adjustment method includes detecting whether the conditions for calculating the mass of vehicle 200 are sufficient; if the conditions for calculating the mass of vehicle 200 are sufficient, calculating the current mass of vehicle 200 in real time; calculating a torque correction coefficient based on the current mass of vehicle 200; calculating the driving torque of vehicle 200 based on the torque correction coefficient and the required torque of vehicle 200, and controlling the drive system 50 of vehicle 200 based on the driving torque. In this way, vehicle 200 can calculate the torque correction coefficient based on the current mass, and then adjust the torque using the torque correction coefficient to perform torque compensation on the drive system 50. In this way, if the driver's accelerator pedal stroke and torque remain unchanged, the vehicle 200 after the mass change can maintain the same acceleration as the vehicle 200 with a calibrated reference mass.

[0064] Specifically, the memory 202 of vehicle 200 may store an interpolated correlation curve of the accelerator pedal travel and torque diagram for vehicle 200 at a calibrated reference mass. When vehicle 200 is loaded with a fixed load (i.e., vehicle 200 at a calibrated reference mass), the dynamic performance indicators of vehicle 200 are stable. The driver can accurately judge the acceleration process of vehicle 200 based on the accelerator pedal travel and the reaction force felt, and the acceleration performance of vehicles 200 is similar. However, when the load of vehicle 200 varies, directly calling the interpolated correlation curve of the accelerator pedal travel and torque diagram in memory 202 will result in significant differences in acceleration performance when the driver depresses the same accelerator pedal travel.

[0065] In one example, when the actual load of vehicle 200 is significantly greater than the calibrated reference load, the driver may press the accelerator pedal further because the same driving torque is generated when the driver presses the accelerator pedal with the same stroke, but the acceleration of vehicle 200 is significantly lower than that under the reference load. This may cause the driver to press the accelerator pedal further, causing the driver to noticeably perceive the power tuning of vehicle 200 as being too weak. In another example, when the actual load of vehicle 200 is significantly less than the calibrated reference load, the driver may press the accelerator pedal further because the same driving torque is generated when the driver presses the accelerator pedal with the same stroke, but the acceleration of vehicle 200 is significantly higher than that under the reference load. This may cause the driver to noticeably perceive the power tuning of vehicle 200 as being too aggressive.

[0066] In an embodiment of the present application, the drive system 50 of the vehicle 200 may include a torque sensor 60. The torque sensor 60 may be connected to the processor 201 and transmit the detected actual output torque back to the processor 201. The processor 201 may calculate the current actual mass of the vehicle 200 based on the real-time torque value and other data, and then calculate the torque correction coefficient by combining the calibrated reference mass and the actual mass. The processor 201 may then determine the driver's required torque for the vehicle 200 based on the accelerator pedal stroke depressed by the driver. Ultimately, the drive torque is determined by combining the torque correction coefficient and the required torque, and the drive system 50 of the vehicle 200 is controlled based on the drive torque. In this way, the processor 201 of the vehicle 200 can perform acceleration compensation on the drive system 50 of the vehicle 200 based on the calculated actual load of the vehicle 200, to ensure that the driver can obtain similar acceleration after depressing the same accelerator pedal stroke.

[0067] In one embodiment, when the actual load of vehicle 200 is significantly greater than the calibrated reference load, the driver's accelerator pedal stroke generates a required torque. Processor 201 detects and calculates the current mass of vehicle 200 and calculates a torque correction coefficient based on the current mass. Processor 201 then calculates the actual required drive torque based on the torque correction coefficient and the required torque, and controls the drive system 50 of vehicle 200 based on the drive torque, thereby compensating the drive system 50 to increase the actual driving force of the drive system 50. In another embodiment, when the actual load of vehicle 200 is significantly less than the calibrated reference load, the driver's accelerator pedal stroke generates a required torque. Processor 201 detects and calculates the current mass of vehicle 200 and calculates a torque correction coefficient based on the current mass. Processor 201 then calculates the actual required drive torque based on the torque correction coefficient and the required torque, and controls the drive system 50 of vehicle 200 based on the drive torque, thereby compensating the drive system 50 to reduce the actual driving force of the drive system 50.

[0068] Please refer to FIG4 . In some embodiments, 01 includes:

[0069] 011, check whether the mass of vehicle 200 is updated;

[0070] 012, when the mass of the vehicle 200 meets the update condition, detecting whether the calculation condition of the mass of the vehicle 200 is sufficient;

[0071] 013. When the mass of the vehicle 200 does not meet the update conditions, the calibrated reference mass of the vehicle 200 or the current mass calculated in real time of the vehicle 200 is used.

[0072] In this way, it is possible to determine whether the vehicle 200 is restarted by detecting whether the vehicle 200 is powered on or other conditions, and then determine whether the mass of the vehicle 200 needs to be recalculated and updated, so that after the mass of the vehicle 200 changes, the torque can be adjusted according to the latest mass to ensure accurate torque adjustment.

[0073] It is understandable that the load of vehicle 200 will not change each time the vehicle 200 starts driving. That is to say, the mass change of vehicle 200 occurs during the parking period. Therefore, it is possible to determine whether the mass of vehicle 200 needs to be updated and the mass of the entire vehicle needs to be recalculated based on whether the vehicle 200 is in a high-voltage power-on state or other vehicle 200 states.

[0074] For example, in step 011, various conditions can be used to determine whether vehicle 200 is in a restarting state. In one embodiment, processor 201 can detect whether the driving power-on trigger and initialization have completed to determine whether vehicle 200 is starting for the first time. In this case, it can be assumed that the mass of vehicle 200 meets the update conditions, and step 012 is executed. In another embodiment, processor 201 can determine whether vehicle 200 is in a parked state by detecting whether the gear position has been switched to P and maintained for a certain threshold time, or whether the vehicle speed has been zero and maintained for a certain threshold time. In this case, if vehicle 200 is not de-energized and is parked in the started state for a certain threshold time to change the load, the threshold time can be greater than or equal to 5 seconds, then the mass of vehicle 200 can also be deemed to meet the update conditions, and step 012 is executed.

[0075] In another embodiment, when the mass of the vehicle 200 does not meet the update conditions, the processor 201 can detect whether the vehicle 200 is started for the first time or is in the process of driving. If the vehicle 200 has just started, the processor 201 can continue to use the calibrated reference mass of the vehicle 200; if the vehicle 200 is in the process of continuous driving, the processor 201 can continue to use the current mass calculated in real time of the vehicle 200 to perform corresponding control on the drive system 50 to ensure stable movement of the vehicle 200.

[0076] Please refer to FIG5 . In some embodiments, 01 further includes:

[0077] 014. When the conditions for calculating the mass of vehicle 200 are insufficient, the calibrated reference mass of vehicle 200 is used.

[0078] In this way, when the mass calculation conditions of vehicle 200 are insufficient to measure the mass of vehicle 200, the calibrated reference mass of vehicle 200 can be directly used. The calibrated reference mass is the vehicle mass of vehicle 200 under a commonly used fixed load, so that the accelerator pedal of vehicle 200 is controlled according to the original travel and torque reference.

[0079] Exemplarily, the mass calculation conditions of vehicle 200 may include the following conditions: vehicle 200 is in driving gear D; the accelerator pedal opening is greater than a predetermined threshold (for example, 5%); the wheel-end drive torque is greater than a predetermined threshold (for example, 200 Nm); the vehicle speed is within a certain threshold range (for example, the vehicle speed is between 5-25 kph); the longitudinal acceleration of the vehicle measured by sensor 60 is greater than a certain threshold (for example, 1.5 m / s^2); the fluctuation range of the longitudinal acceleration of the vehicle measured by sensor 60 is less than a certain threshold (for example, 0.5 m / s^3); the lateral acceleration of the vehicle measured by sensor 60 is less than a certain threshold (for example, 0.5 m / s^2); the steering wheel angle of vehicle 200 is less than a certain threshold (for example, 10°); the average slip rate of the four wheels of vehicle 200 is less than a certain threshold (for example, 3%); the slope angle of the road on which vehicle 200 is traveling is less than a certain threshold (for example, 3°).

[0080] Specifically, only when the mass calculation conditions of vehicle 200 meet all of the above conditions can step 02 be executed to calculate the current mass of vehicle 200. If the mass calculation conditions of vehicle 200 are insufficient, the calibrated reference mass of vehicle 200 is directly used. Furthermore, in the embodiments of the present application, the specific numerical thresholds for the above conditions are not predetermined and can be modified based on test results to meet different needs.

[0081] It should be noted that if sufficient conditions are not available to calculate the mass of vehicle 200, the calibrated reference mass of vehicle 200 is directly used. Specifically, drive system 50 is controlled according to the interpolated correlation curve of the accelerator pedal travel and torque diagram for vehicle 200 at the calibrated reference mass. Furthermore, when determining these conditions, the signals measured by sensor 60, such as vehicle longitudinal acceleration, vehicle lateral acceleration, steering wheel angle, and road slope angle, must be low-pass filtered to ensure detection accuracy.

[0082] Please refer to FIG6 . In some embodiments, 02 includes:

[0083] 021, detecting the output driving force of the driving system 50;

[0084] 022, calculating the current initial mass value of the vehicle 200 according to the output driving force;

[0085] 023, obtain multiple consecutive current mass initial values ​​and average them to obtain the current mass of the vehicle 200.

[0086] In this way, multiple current mass initial values ​​can be obtained and averaged so that the vehicle 200 can obtain a more accurate current mass, and the torque correction coefficient of the vehicle 200 can be calculated based on the current mass to ensure high accuracy of torque compensation correction.

[0087] Specifically, the processor 201 may run a scheduling cycle to continuously calculate and record multiple consecutive current mass initial values, and average these multiple recorded current vehicle masses to obtain the current mass of the vehicle 200. It should be noted that before performing the averaging calculation, the multiple current mass initial values ​​may be low-pass filtered to ensure the accuracy of the vehicle 200. The calculated current mass of the vehicle 200 must be greater than or equal to the unladen mass of the vehicle and less than or equal to the fully laden mass of the vehicle.

[0088] In the embodiment of the present application, there is no limit on the number of the multiple current quality initial values, for example, it can be 3, and there is no limit on the task scheduling period of the processor 201, for example, it can be 10ms to meet different needs.

[0089] Please refer to FIG. 7 . In some embodiments, before 04 , the steps include:

[0090] 05, detecting whether the vehicle 200 meets the correction conditions;

[0091] 06. When the vehicle 200 meets the correction condition, the driving torque of the vehicle 200 is calculated according to the torque correction coefficient;

[0092] 07. When the vehicle 200 does not meet the correction conditions, the driving torque of the vehicle 200 is calculated according to the torque calibration coefficient.

[0093] In this way, it is necessary to detect whether the vehicle 200 meets the correction conditions to avoid possible dangerous problems caused by sudden changes in the torque of the accelerator pedal during the driving of the vehicle 200.

[0094] Further, referring to FIG8 , in some embodiments, 06 includes:

[0095] 061. When the accelerator pedal stroke of vehicle 200 is less than a predetermined opening, the driving torque of vehicle 200 is calculated based on the torque correction coefficient.

[0096] In this way, during the driving of vehicle 200, if the accelerator pedal stroke of vehicle 200 is greater than or equal to a predetermined opening, changing the driving torque according to the torque correction coefficient will cause a sudden change in the torque of vehicle 200, resulting in a jerking problem when vehicle 200 is driving.

[0097] Please refer to FIG9 . In some embodiments, 06 further includes:

[0098] 062, perform low-pass filtering transition processing on the torque correction coefficient.

[0099] In this way, the values ​​with large changes in the multiple current initial quality values ​​can be removed through the low-pass filtering transition process, so that the final calculated average quality has higher accuracy.

[0100] Specifically, to prevent sudden and abnormal changes in the driving torque of vehicle 200 during driving due to changes in vehicle mass, processor 201 is required to detect the accelerator pedal stroke. Only when the accelerator pedal stroke of vehicle 200 is less than a predetermined opening degree is the driving torque of vehicle 200 calculated based on the torque correction coefficient. Otherwise, it is deemed that vehicle 200 does not meet the correction conditions, and the driving torque of vehicle 200 is calculated based on the torque calibration coefficient. For example, the torque correction coefficient obtained by calculation is 1.2. In one example, if the driver presses the accelerator pedal at 80% of its stroke and the torque correction coefficient suddenly changes from 1 to 1.2, the driving torque will suddenly change significantly, causing the entire vehicle to jerk. In another example, if the driver presses the accelerator pedal at 5% of its stroke and the torque correction coefficient k suddenly changes from 1 to 1.2, the overall change in driving torque will not be significant, and the jerkiness of the entire vehicle will not be obvious, thereby ensuring the stable movement of vehicle 200.

[0101] In addition, after the torque correction coefficient is calculated, it is necessary to perform low-pass filtering transition processing on the torque correction coefficient to ensure the accuracy of the final driving torque.

[0102] In summary, the drive torque adjustment method according to the embodiment of the present application can be calculated and processed by processor 201 to obtain the actual weight of vehicle 200 and the torque correction coefficient, and torque compensation is performed on drive system 50 based on the torque correction coefficient. In this way, when the actual load of vehicle 200 varies within a specified reasonable range, the acceleration performance of vehicle 200 perceived by the driver remains substantially consistent. This largely resolves the inconsistency between vehicle 200 experiencing weak power when fully loaded and vehicle 200 experiencing strong power when unloaded.

[0103] In the embodiment of the present application, the initial value of the current mass of the vehicle 200 is calculated by the following formula:

[0104] Among them, m is the current initial value of the mass of the vehicle 200; FDrive is the output driving force of the power system of the vehicle 200; aLongDrv is the longitudinal acceleration generated by the driving force of the drive system 50 of the vehicle 200; TAct is the actual output torque of the drive system 50; i0 is the speed ratio of the transmission system; ηT is the transmission efficiency of the transmission system; Rtire is the tire radius of the vehicle 200; Ft is the driving resistance of the vehicle 200, which is calculated by the resistance curve fitting equation after the driving resistance test of the vehicle 200; aLongAct is the actual longitudinal acceleration of the vehicle 200 measured by the sensor 60 and obtained after low-pass filtering; α is the slope angle of the road surface on which the vehicle 200 is traveling, measured by the sensor 60 and obtained after low-pass filtering.

[0105] In the embodiment of the present application, the relationship between the acceleration and mass of the drive system 50 of the vehicle 200 is calculated by the following formula:

[0106] Where T0 is the required driving torque for a given accelerator pedal opening; F0 is the vehicle driving force for a given accelerator pedal opening; m0 is the calibrated reference vehicle mass; and a0 is the vehicle acceleration corresponding to the design expectation. Furthermore, since tire rolling resistance Ff0 accounts for a relatively small portion of driving resistance, the change in deceleration caused by changes in tire rolling resistance due to changes in vehicle mass is minimal and can be omitted. Air resistance Fw0 is unaffected by changes in vehicle mass, and therefore, changes in vehicle mass have no effect on air resistance. Slope resistance Fi0 is a change in resistance that is subjectively felt by the driver and does not require compensation. Therefore, only the acceleration generated by the driving force in the above equation needs to be compensated, ensuring that the acceleration generated by the driving force remains essentially the same before and after the change in vehicle mass.

[0107] Specifically, the torque calibration coefficient of the vehicle 200 and the driving torque of the vehicle 200 can be calculated according to the following formula:

[0108] Where T0 is the required driving torque corresponding to a certain accelerator pedal opening; F0 is the vehicle driving force applied under the driving torque T0; R is the tire radius of vehicle 200; aDrv is the predetermined acceleration of vehicle 200; m1 is the current mass of vehicle 200 after the vehicle load changes; T1 is the driving torque of vehicle 200 obtained by the processor 201 of this application at the same accelerator pedal opening by applying a compensation algorithm to the accelerator pedal travel and torque diagram; and F1 is the vehicle driving force applied under the driving torque T1. Combining the above formulas, it can be obtained that the torque calibration coefficient k of vehicle 200 is equal to the ratio of the current mass of vehicle 200 after the mass change to the calibrated reference mass of vehicle 200.

[0109] An embodiment of the present application provides a readable storage medium storing a computer program. When the computer program is executed by one or more processors 201, the driving torque adjustment method of any one of the above embodiments is implemented.

[0110] In the driving torque adjustment method, apparatus, vehicle 200, and storage medium of the embodiments of the present application, the driving torque adjustment method includes detecting whether the calculation conditions for the mass of vehicle 200 are sufficient; if the calculation conditions for the mass of vehicle 200 are sufficient, calculating the current mass of vehicle 200 in real time; calculating a torque correction coefficient based on the current mass of vehicle 200; calculating the driving torque of vehicle 200 based on the torque correction coefficient and the required torque of vehicle 200, and controlling the driving system 50 of vehicle 200 based on the driving torque. In this way, vehicle 200 can calculate the torque correction coefficient based on the current mass, and then adjust the torque using the torque correction coefficient to perform torque compensation on the driving system 50. In this way, when the driver's accelerator pedal stroke and torque remain unchanged, the vehicle 200 after the mass change can maintain the same acceleration as the vehicle 200 with a calibrated reference mass.

[0111] In the embodiment of the present application, the specific type of the vehicle 200 is not limited. The vehicle 200 may be an electric vehicle or a hybrid vehicle to meet different needs.

[0112] The embodiment of the present invention also provides a computer-readable storage medium. One or more non-volatile computer-readable storage media storing a computer program, when the computer program is executed by one or more processors, implement the interactive method of any of the above-mentioned embodiments. Those skilled in the art will understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant software through a computer program. The program can be stored in a non-volatile computer-readable storage medium, and when the program is executed, it can include the processes of the embodiments of the above-mentioned methods. The storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM), etc.

[0113] In the description of the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly specifying the number of the indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the described features. In the description of the embodiments of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0114] Throughout this specification, reference to terms such as "one embodiment," "certain embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative descriptions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0115] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A driving torque adjustment method for a vehicle, characterized in that: The driving torque adjustment method comprises: Detecting whether the calculation conditions of the vehicle mass are sufficient; When the mass calculation conditions of the vehicle are sufficient, calculating the current mass of the vehicle in real time; Calculating a torque correction factor according to the current mass of the vehicle; A driving torque of the vehicle is calculated based on the torque correction coefficient and a required torque of the vehicle, and a driving system of the vehicle is controlled based on the driving torque.

2. The driving torque adjustment method according to claim 1, characterized in that: The detecting whether the calculation conditions of the vehicle mass are sufficient includes: Detecting whether the mass of the vehicle is updated; In the case where the mass of the vehicle satisfies the update condition, detecting whether the calculation condition of the mass of the vehicle is sufficient; When the mass of the vehicle does not meet the update condition, the calibrated reference mass of the vehicle or the current mass of the vehicle calculated in real time is used.

3. The driving torque adjustment method according to claim 2, characterized in that: The detecting whether the calculation conditions of the vehicle mass are sufficient also includes: When the conditions for calculating the mass of the vehicle are insufficient, the calibrated reference mass of the vehicle is used.

4. The driving torque adjustment method according to claim 1, characterized in that: The real-time calculation of the current mass of the vehicle comprises: detecting an output driving force of the driving system; Calculating a current initial mass value of the vehicle according to the output driving force; A plurality of continuous initial values ​​of the current mass are obtained and averaged to obtain the current mass of the vehicle.

5. The driving torque adjustment method according to claim 1, characterized in that: Before calculating the driving torque of the vehicle according to the torque correction coefficient and the required torque of the vehicle and controlling the driving system of the vehicle according to the driving torque, the method includes: detecting whether the vehicle satisfies a correction condition; When the vehicle satisfies a correction condition, calculating the driving torque of the vehicle according to the torque correction coefficient; When the vehicle does not satisfy a correction condition, a driving torque of the vehicle is calculated according to a torque calibration coefficient.

6. The driving torque adjustment method according to claim 5, characterized in that: The calculating the driving torque of the vehicle according to the torque correction coefficient further includes: A low-pass filtering transition process is performed on the torque correction coefficient.

7. The driving torque adjustment method according to claim 5, characterized in that: When the vehicle satisfies a correction condition, calculating the driving torque of the vehicle according to the torque correction coefficient includes: When the accelerator pedal stroke of the vehicle is less than a predetermined opening degree, the driving torque of the vehicle is calculated according to the torque correction coefficient.

8. A driving torque adjustment device, characterized in that: include: A detection module, used to detect whether the calculation conditions of the vehicle mass are sufficient; A calculation module, used for calculating the current mass of the vehicle in real time when the mass calculation conditions of the vehicle are sufficient; A correction module, used for calculating a torque correction coefficient according to the current mass of the vehicle; An execution module is used to calculate the driving torque of the vehicle according to the torque correction coefficient and the required torque of the vehicle, and control the driving system of the vehicle according to the driving torque.

9. A vehicle, characterized in that: The vehicle comprises a processor and a memory, wherein the processor is used to execute a computer program stored in the memory to perform the driving torque adjustment method according to any one of claims 1-7.

10. A readable storage medium storing a computer program, characterized in that: When the computer program is executed by one or more processors, the driving torque adjustment method according to any one of claims 1 to 7 is implemented.

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