Torque control method and apparatus, device, and storage medium

Abstract

A torque control method and apparatus, a device, and a storage medium. The torque control method comprises: switching from a main vehicle control unit to a backup vehicle control unit; determining wheel-end demand torque, wheel-end actual torque, and axle-end actual torque corresponding to the vehicle; when the difference between the wheel-end demand torque and the wheel-end actual torque is greater than or equal to a preset threshold, adjusting the wheel-end actual torque to the wheel-end demand torque on the basis of a first adjustment coefficient; determining axle-end demand torque of the vehicle on the basis of a preset allocation weight and the axle-end actual torque; and adjusting the axle-end actual torque to the axle-end demand torque on the basis of a second adjustment coefficient. Thus, when switching from the main vehicle control unit to the backup vehicle control unit, the wheel-end actual torque is transitioned to the wheel-end demand torque, and the axle-end actual torque is transitioned to the axle-end demand torque, thereby solving the problem of sudden change or jitter of the torque when directly switching from the main vehicle control unit to the backup vehicle control unit.

Description

Torque control method, device, equipment and storage medium

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on January 23, 2024, with application number 2024101019085 and application name “Torque control method, device, equipment and storage medium”, the entire contents of which are incorporated by reference into this application. Technical Field

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

[0003] During driving, a vehicle control unit (VCU) failure may occur. This can cause the vehicle to lose control of its power, preventing the driver from properly maneuvering the vehicle and potentially putting occupants in danger. To prevent this from happening, the system can now detect a failure in the primary VCU and directly switch to a backup (redundant) VCU. This backup VCU controls the vehicle's torque, ensuring the normal operation of basic driving functions.

[0004] However, in the above method, when the vehicle torque is directly switched from the active VCU to the standby VCU, the torque may suddenly change or jitter, causing a shock to the user, thereby resulting in a poor user experience. Summary of the Invention

[0005] This application provides a torque control method, device, equipment, and storage medium to at least address the technical problem in related technologies where, when a vehicle's primary VCU is directly switched to a backup VCU for torque control, torque may suddenly fluctuate or jitter, causing a shock to the user. The technical solution of this application is as follows:

[0006] According to the first aspect of the present application, a torque control method is provided, including: when a main vehicle control unit of a vehicle is abnormal, switching the main vehicle control unit to a backup vehicle control unit; determining the wheel-end required torque, wheel-end actual torque and shaft-end actual torque corresponding to the vehicle; when the difference between the wheel-end required torque and the wheel-end actual torque is greater than or equal to a preset threshold, adjusting the wheel-end actual torque to the wheel-end required torque based on a first adjustment coefficient, the first adjustment coefficient being used to control the rate of change of the wheel-end actual torque; determining the shaft-end required torque of the vehicle based on a preset allocation weight and the shaft-end actual torque; adjusting the shaft-end actual torque to the shaft-end required torque based on a second adjustment coefficient, the second adjustment coefficient being used to control the rate of change of the shaft-end actual torque.

[0007] According to the above technical means, the present application can determine the vehicle's corresponding wheel-end demand torque, wheel-end actual torque, and shaft-end actual torque after switching the primary vehicle control unit to the backup vehicle control unit, and adjust the wheel-end actual torque to the wheel-end demand torque based on a first adjustment coefficient when the difference between the wheel-end demand torque and the wheel-end actual torque is greater than or equal to a preset threshold. Furthermore, the vehicle's shaft-end demand torque is determined based on a preset allocation weight and the shaft-end actual torque, and the shaft-end actual torque is adjusted to the shaft-end demand torque based on a second adjustment coefficient. That is, when the backup vehicle control unit takes over the vehicle's torque control, the vehicle's wheel-end actual torque, wheel-end demand torque, shaft-end actual torque, and shaft-end demand torque can be calculated, and the wheel-end actual torque can be transitioned to the wheel-end demand torque, and vice versa. This solves the technical problem in the prior art that torque may suddenly change or jitter when directly switching the vehicle's primary VCU to the backup VCU for torque control, causing a sense of shock to the user, thereby improving the user experience.

[0008] In one possible implementation, determining the wheel-end required torque, wheel-end actual torque and shaft-end actual torque corresponding to the vehicle includes: obtaining the vehicle's driving speed and brake pedal opening, and determining the vehicle's creep required torque and throttle required torque based on the driving speed and brake pedal opening; determining the wheel-end required torque based on the creep required torque and throttle required torque; obtaining the vehicle's motor actual torque, and determining the wheel-end actual torque and shaft-end actual torque based on the motor actual torque, a preset reduction ratio, a preset transmission ratio, and a preset efficiency.

[0009] According to the above technical means, the present application can determine the wheel-end required torque based on the vehicle's creep required torque and throttle required torque, and determine the wheel-end actual torque and the shaft-end actual torque based on the motor's actual torque, preset reduction ratio, preset transmission ratio, and preset efficiency, so as to facilitate subsequent adjustments to the wheel-end actual torque and the shaft-end actual torque to avoid sudden changes or jitters in torque.

[0010] In one possible embodiment, the method also includes: when the vehicle's braking priority function is activated, determining the vehicle's braking priority torque based on a preset braking priority coefficient, the vehicle's driving speed, the vehicle's brake pedal opening and the wheel-end required torque, and determining the braking priority torque as the wheel-end required torque.

[0011] According to the above technical means, the present application can determine the braking priority torque as the wheel-end demand torque when the vehicle's braking priority function is activated (that is, when the car's brake pedal is pressed, the vehicle's accelerator is immediately in idle state regardless of whether the accelerator pedal is pressed), thereby avoiding excessive torque when the driver mistakenly steps on the accelerator and brake, which may lead to danger.

[0012] In one possible embodiment, the method further includes: obtaining a target gear of the vehicle and determining a target torque corresponding to the target gear, the target torque being used to indicate a maximum torque set for the vehicle when the vehicle is in the target gear; when the target torque is less than the wheel-end required torque, the target torque is determined as the wheel-end required torque.

[0013] According to the above technical means, the present application can determine the target torque of the vehicle as the wheel-end required torque when the target torque corresponding to the gear position of the vehicle (i.e. the set maximum torque) is less than the wheel-end required torque, so as to avoid excessive torque and cause danger.

[0014] In one possible embodiment, a vehicle includes: a first shaft and a second shaft, the shaft-end required torque includes: a first shaft-end required torque and a second shaft-end required torque, and the shaft-end actual torque includes: a first shaft-end actual torque and a second shaft-end actual torque; based on a preset distribution weight and the shaft-end actual torque, the vehicle's shaft-end required torque is determined, including: based on the preset distribution weight and the shaft-end actual torque, the first shaft-end required torque and the second shaft-end required torque are determined; or, when the first shaft-end required torque is limited, the first shaft-end required torque is determined based on the preset distribution weight and the shaft-end actual torque, and the second shaft-end required torque is determined based on the wheel-end required torque and the first shaft-end actual torque; or, when the second shaft-end required torque is limited, the first shaft-end required torque is determined based on the wheel-end required torque and the second shaft-end actual torque, and the second shaft-end required torque is determined based on the preset distribution weight and the shaft-end actual torque.

[0015] According to the above technical means, the present application can determine the first shaft end required torque and the second shaft end required torque based on the preset distribution weights and the actual torque at the shaft end, so as to facilitate the subsequent transition of the vehicle's first shaft end actual torque to the first shaft end required torque and the second shaft end actual torque to the second shaft end required torque, thereby avoiding torque mutations or jitters. When the first shaft end required torque is limited, the first shaft end required torque is determined according to the preset distribution weights, and the second shaft end required torque is determined based on the wheel end required torque and the actual torque at the first shaft end, that is, the torque of the first shaft can be limited, and the limited torque of the first shaft can be redistributed to the second shaft to keep the total driving force unchanged. When the second shaft end required torque is limited, the second shaft end required torque is determined according to the preset distribution weights, and the first shaft end required torque is determined based on the wheel end required torque and the actual torque at the second shaft end, that is, the torque of the second shaft can be limited, and the limited torque of the second shaft can be redistributed to the first shaft to keep the total driving force unchanged.

[0016] According to the second aspect provided by the present application, a torque control device is provided, including a processing module and a determination module; the processing module is used to switch the main vehicle control unit to the backup vehicle control unit when the main vehicle control unit of the vehicle is abnormal; the determination module is used to determine the wheel-end required torque, wheel-end actual torque and shaft-end actual torque corresponding to the vehicle; the processing module is also used to adjust the wheel-end actual torque to the wheel-end required torque based on a first adjustment coefficient when the difference between the wheel-end required torque and the wheel-end actual torque is greater than or equal to a preset threshold, and the first adjustment coefficient is used to control the rate of change of the wheel-end actual torque; the determination module is also used to determine the vehicle's shaft-end required torque based on a preset allocation weight and the shaft-end actual torque; the processing module is also used to adjust the shaft-end actual torque to the shaft-end required torque based on a second adjustment coefficient, and the second adjustment coefficient is used to control the rate of change of the shaft-end actual torque.

[0017] In one possible embodiment, the torque control device also includes an acquisition module; the acquisition module is used to acquire the vehicle's driving speed and the opening of the brake pedal; the determination module is also used to determine the vehicle's creep requirement torque and throttle requirement torque based on the driving speed and the opening of the brake pedal; the determination module is also used to determine the wheel-end requirement torque based on the creep requirement torque and the throttle requirement torque; the acquisition module is also used to acquire the vehicle's actual motor torque; the determination module is also used to determine the wheel-end actual torque and the shaft-end actual torque based on the motor's actual torque, a preset reduction ratio, a preset transmission ratio, and a preset efficiency.

[0018] In one possible embodiment, the processing module is also used to determine the vehicle's braking priority torque based on a preset braking priority coefficient, the vehicle's driving speed, the vehicle's brake pedal opening and the wheel-end required torque when the vehicle's braking priority function is activated, and determine the braking priority torque as the wheel-end required torque.

[0019] In one possible embodiment, the acquisition module is also used to obtain the target gear of the vehicle; the determination module is also used to determine the target torque corresponding to the target gear, and the target torque is used to indicate the maximum torque set for the vehicle when the vehicle is in the target gear; the determination module is also used to determine the target torque as the wheel-end required torque when the target torque is less than the wheel-end required torque.

[0020] In one possible embodiment, the vehicle includes: a first shaft and a second shaft, the shaft end required torque includes: a first shaft end required torque and a second shaft end required torque, and the shaft end actual torque includes: a first shaft end actual torque and a second shaft end actual torque; the determination module is further used to determine the first shaft end required torque and the second shaft end required torque based on a preset distribution weight and the shaft end actual torque; the determination module is further used to determine the first shaft end required torque based on the preset distribution weight and the shaft end actual torque when the first shaft end required torque is limited, and to determine the second shaft end required torque based on the wheel end required torque and the first shaft end actual torque; the determination module is further used to determine the first shaft end required torque based on the wheel end required torque and the second shaft end actual torque when the second shaft end required torque is limited, and to determine the second shaft end required torque based on the preset distribution weight and the shaft end actual torque.

[0021] According to the third aspect provided by the present application, an electronic device is provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute instructions to implement the method of the above-mentioned first aspect and any possible implementation method thereof.

[0022] According to the fourth aspect provided by the present application, a computer-readable storage medium is provided. When the instructions in the computer-readable storage medium are executed by the processor of an electronic device, the electronic device is enabled to execute the method in the above-mentioned first aspect and any possible implementation method thereof.

[0023] According to the fifth aspect provided by the present application, a vehicle is provided, comprising: a torque control device for implementing the method of the above-mentioned first aspect and any possible implementation manner thereof.

[0024] According to the sixth aspect provided by the present application, a computer program product is provided, which includes computer instructions. When the computer instructions are executed on an electronic device, the electronic device executes the method of the above-mentioned first aspect and any possible implementation method thereof.

[0025] Therefore, the above technical features of this application have the following beneficial effects:

[0026] (1) After the main vehicle control unit is switched to the backup vehicle control unit, the wheel-end required torque, wheel-end actual torque and shaft-end actual torque corresponding to the vehicle can be determined, and when the difference between the wheel-end required torque and the wheel-end actual torque is greater than or equal to a preset threshold, the wheel-end actual torque is adjusted to the wheel-end required torque based on a first adjustment coefficient. Further, based on a preset allocation weight and the shaft-end actual torque, the shaft-end required torque of the vehicle is determined, and based on a second adjustment coefficient, the shaft-end actual torque is adjusted to the shaft-end required torque. That is, when the backup vehicle control unit takes over the torque control of the vehicle, the vehicle's wheel-end actual torque, wheel-end required torque, shaft-end actual torque and shaft-end required torque can be calculated, and the wheel-end actual torque can be transitioned to the wheel-end required torque, and the shaft-end actual torque can be transitioned to the shaft-end required torque. This solves the technical problem in the prior art that when the main VCU of the vehicle is directly switched to the backup VCU for torque control, the torque may suddenly change or jitter, causing a shock to the user, thereby improving the user experience.

[0027] (2) The wheel end required torque can be determined based on the vehicle's creep required torque and throttle required torque, and the wheel end actual torque and the shaft end actual torque can be determined based on the motor's actual torque, the preset reduction ratio, the preset transmission ratio, and the preset efficiency, so as to facilitate subsequent adjustment of the wheel end actual torque and the shaft end actual torque to avoid sudden changes or jitters in the torque.

[0028] (3) When the vehicle's brake priority function is activated (i.e., when the vehicle's brake pedal is pressed, the vehicle's accelerator is immediately in idle state regardless of whether the accelerator pedal is pressed), the brake priority torque can be determined as the wheel-end demand torque to avoid excessive torque when the driver mistakenly presses the accelerator and brake, which may lead to danger.

[0029] (4) When the target torque corresponding to the gear position of the vehicle (i.e., the set maximum torque) is less than the wheel-end required torque, the target torque of the vehicle can be determined as the wheel-end required torque to avoid excessive torque that may cause danger.

[0030] (5) The first shaft end required torque and the second shaft end required torque can be determined based on the preset distribution weight and the actual torque at the shaft end, so as to facilitate the subsequent transition of the vehicle's first shaft end actual torque to the first shaft end required torque and the second shaft end actual torque to the second shaft end required torque, thereby avoiding torque mutation or jitter. When the first shaft end required torque is limited, the first shaft end required torque is determined according to the preset distribution weight, and the second shaft end required torque is determined based on the wheel end required torque and the actual torque at the first shaft end, that is, the torque of the first shaft can be limited, and the torque of the first shaft that is limited can be redistributed to the second shaft to keep the total driving force unchanged. When the second shaft end required torque is limited, the second shaft end required torque is determined according to the preset distribution weight, and the first shaft end required torque is determined based on the wheel end required torque and the actual torque at the second shaft end, that is, the torque of the second shaft can be limited, and the torque of the second shaft that is limited can be redistributed to the first shaft to keep the total driving force unchanged.

[0031] It should be noted that the technical effects brought about by any implementation method in the second to sixth aspects can refer to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0032] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The drawings herein are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0034] FIG1 is a schematic structural diagram of a torque control system according to an exemplary embodiment;

[0035] FIG2 is a flow chart showing a torque control method according to an exemplary embodiment;

[0036] FIG3 is a schematic diagram showing a comparison before and after limiting the wheel end torque change rate according to an exemplary embodiment;

[0037] FIG4 is a flow chart showing another torque control method according to an exemplary embodiment;

[0038] FIG5 is a framework diagram illustrating a redundant VCU torque distribution principle according to an exemplary embodiment;

[0039] FIG6 is a flow chart showing a torque control method according to an exemplary embodiment;

[0040] FIG7 is a flowchart showing another torque control method according to an exemplary embodiment;

[0041] FIG8 is a flow chart showing another torque control method according to an exemplary embodiment;

[0042] FIG9 is a flow chart showing a torque control method according to an exemplary embodiment;

[0043] FIG10 is an architectural block diagram of a redundant VCU torque control system according to an exemplary embodiment;

[0044] FIG11 is a flowchart showing a redundant VCU torque control according to an exemplary embodiment;

[0045] FIG12 is a block diagram of a torque control device according to an exemplary embodiment;

[0046] Fig. 13 is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0047] In order to enable ordinary people in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0048] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0049] During driving, a VCU anomaly may occur. In this case, the vehicle will lose control of the power, which means that the driver will not be able to control the vehicle normally and move it smoothly to a safe place. At the same time, the driver will be in danger. In order to ensure that the above safety hazards will not occur when the VCU loses control during driving, to ensure that the vehicle will not lose power during driving, the driver will not lose control of the vehicle's power, and the people on board will not be put in danger due to the above hazards, so that every driving has a certain degree of safety guarantee, the system can currently switch the main VCU to the backup VCU (i.e., redundant VCU, the main VCU and backup VCU are redundant with each other) when the system detects a failure in the main VCU. The backup VCU controls the vehicle's torque, takes over the role of the torque control unit of the main VCU, and assumes the torque control work to ensure that the basic driving functions of the vehicle can operate normally.

[0050] However, in the above method, when the main VCU is directly switched to the backup VCU to control the vehicle's torque during actual driving of the vehicle, the torque may suddenly change or jitter, causing a shock to the user.

[0051] In response to the above technical problems, in order to reduce the inconvenience of users using the vehicle, provide better services to users, and enhance the user's driving experience, the embodiment of the present disclosure provides a torque control method, the idea of ​​which is: when a signal of abnormality or failure of the main VCU is received, the backup VCU will take over the main VCU, and then determine the actual torque and required torque of the vehicle, and transition the actual torque to the required torque, so as to ensure that the vehicle does not lose power, solve the problem that the torque may suddenly change or jitter after the VCU is switched, and ensure that the torque can be smoothly transitioned without causing any impact on the user.

[0052] For ease of understanding, the torque control method provided in this application is described in detail below with reference to the accompanying drawings.

[0053] The present application provides a torque control method that can be applied to a torque control system. Figure 1 is a schematic diagram of the structure of a torque control system according to an exemplary embodiment. As shown in Figure 1 , the torque control system 10 includes a signal processing unit 11, an actual torque calculation unit 12, a wheel-end demand torque calculation unit 13, an axle-end demand torque calculation unit 14, and a motor demand torque calculation unit 15.

[0054] The signal processing unit 11 is used to pre-process the input signals required by the entire torque module, and send the pre-processed signals to the actual torque calculation unit 12, the wheel-end required torque calculation unit 13, the shaft-end required torque calculation unit 14 and the motor required torque calculation unit 15 for torque calculation; the actual torque calculation unit 12 is used to calculate the vehicle's wheel-end actual torque and shaft-end actual torque (i.e., the actual torque of the entire vehicle), and output the wheel-end actual torque and shaft-end actual torque to the wheel-end required torque calculation unit 13, the shaft-end required torque calculation unit 14 and other control systems for use.

[0055] The wheel-end required torque calculation unit 13 is used to calculate the wheel-end required torque and output part of the calculated torque-related quantities to the axle-end required torque calculation unit 14 and the motor required torque calculation unit 15; the axle-end required torque calculation unit 14 is used to calculate the front axle required torque and the rear axle required torque of the vehicle and output the front axle required torque and the rear axle required torque to the motor required torque calculation unit 15; the motor required torque calculation unit 15 is used to calculate the motor required torque to control the vehicle's torque based on the signal processing unit 11, the actual torque calculation unit 12, the wheel-end required torque calculation unit 13, the axle-end required torque calculation unit 14 and the motor required torque calculation unit 15.

[0056] It should be noted that the actual torque at the wheel end is the actual torque at the shaft end. The signal processing unit 11 is intended to integrate the input signals of the entire torque control system into one input port for unified management when there is a need to change the software interface.

[0057] FIG2 is a flow chart of a torque control method according to an exemplary embodiment, which is applied to a vehicle. As shown in FIG2 , the torque control method includes the following steps:

[0058] S201 : When an active vehicle control unit of a vehicle is abnormal, switch the active vehicle control unit to a standby vehicle control unit.

[0059] Optionally, when the main vehicle control unit is abnormal, the main vehicle control unit can be switched to the backup vehicle control unit. At this time, the vehicle receives a backup VCU takeover flag or the vehicle is in a redundant backup VCU takeover state.

[0060] S202: Determine the required wheel-end torque, actual wheel-end torque, and actual axle-end torque corresponding to the vehicle.

[0061] Optionally, the front wheel end demand torque and the rear wheel end demand torque can be obtained by calculating the creep demand torque, the throttle demand torque and the brake priority torque, and the front wheel end demand torque and the rear wheel end demand torque can be smoothly limited.

[0062] After calculating the creep torque requirement and the throttle torque requirement, it is also possible to consider whether to add the parking torque requirement (the parking torque requirement is calibrated to 0) according to the parking situation.

[0063] It should be noted that a vehicle has front and rear wheels. The wheel-end torque requirement is the sum of the front and rear wheel-end torque requirements. The redundant VCU disables the intelligent driving function, so only the human driving function is considered.

[0064] S203 : When the difference between the wheel-end required torque and the wheel-end actual torque is greater than or equal to a preset threshold, adjust the wheel-end actual torque to the wheel-end required torque based on a first adjustment coefficient.

[0065] The first adjustment coefficient is used to control the rate of change of the actual torque at the wheel end.

[0066] Optionally, when the vehicle does not receive the redundant VCU takeover flag again or the vehicle is in the redundant takeover state for more than two cycles, and the absolute value of the difference between the wheel-end demand torque and the actual torque of the vehicle (i.e., the actual wheel-end torque) is less than a preset threshold, the wheel-end demand torque is subjected to wheel-end torque arbitration to obtain the final wheel-end demand torque (i.e., the wheel-end demand torque is limited by the vehicle speed limit torque, the maximum wheel-end torque of the powertrain assembly, and the minimum wheel-end torque of the powertrain assembly to obtain the powertrain assembly torque), and the actual wheel-end torque can be directly switched to the final wheel-end demand torque.

[0067] When the duration of the vehicle in the redundant takeover state is less than two cycles and the absolute value of the difference between the wheel-end demand torque and the actual torque of the whole vehicle is greater than or equal to the preset threshold, the wheel-end demand torque is subjected to wheel-end torque arbitration to obtain the final wheel-end demand torque, and then the actual torque of the whole vehicle is transitioned to the final wheel-end demand torque based on the first adjustment coefficient.

[0068] It should be noted that the precondition for enabling wheel-end torque arbitration is that the vehicle is in drivable mode. When any of the following conditions is met, the actual wheel-end torque is directly reduced to 0 N·m: the vehicle is not in the ready state; the internal software system identifies the vehicle's gear as P gear; the vehicle's actual gear is in N / P gear; the gear signal valid bit used by the internal software system is invalid.

[0069] The final wheel-end demand torque should not exceed the wheel-end speed limit torque calculated by the redundant VCU fault diagnosis system and the long-term maximum available torque limit of the power system, and must not be lower than the long-term minimum available torque limit of the power system.

[0070] In one possible implementation, the larger the first adjustment coefficient, the greater the rate of change of the vehicle's wheel-end torque. Therefore, it is necessary to limit the torque change rate of the transition from the actual torque of the vehicle to the final wheel-end required torque to avoid transmission system shock caused by excessive torque changes.

[0071] For example, one cycle can be 10ms. The preset threshold can be 200N. FIG3 is a schematic diagram showing a comparison before and after limiting the wheel-end torque change rate according to an exemplary embodiment. As shown in FIG3 , the dotted line is a curve showing the change in the actual torque of the vehicle when the wheel-end torque change rate is not limited during wheel-end torque switching; the solid line is a curve showing the change in the actual torque of the vehicle when the wheel-end torque change rate is limited during wheel-end torque switching.

[0072] S204: Determine the required axle end torque of the vehicle based on the preset distribution weight and the actual axle end torque.

[0073] Optionally, the front axle end required torque and the rear axle end required torque can be calculated based on a preset distribution ratio (i.e., a preset distribution weight) and the actual axle end torque (i.e., the actual torque of the whole vehicle), and then a torque test is performed on the front axle end required torque and the rear axle end required torque, and then the axle end torque is limited to obtain the final front axle end required torque and the rear axle end required torque.

[0074] For example, before the vehicle receives the redundant takeover flag, if the vehicle's actual torque available flag is unavailable, the vehicle's front and rear axle distribution ratios are both set to 0. If the vehicle is a two-wheel drive vehicle, the distribution ratio of the drive axle is set to 1, and the distribution ratio of the other non-drive axle is set to 0. If the vehicle's actual torque is less than 50N, all the torque at the axle end is distributed to the rear axle.

[0075] If none of the above conditions exist, a judgment can be made based on the actual vehicle torque value. Specifically, if the actual vehicle torque is within [-1,0], the actual vehicle torque is rounded to -1; if the actual vehicle torque is within [0,1], it is rounded to 1. If the actual vehicle torque is not within the [-1,1] interval, no processing is performed. The rear axle distribution ratio can be obtained by dividing the actual torque at the rear axle end by the actual torque of the vehicle. The front axle distribution ratio is then 1 minus the rear axle distribution ratio. Alternatively, the front axle distribution ratio can be obtained by dividing the actual torque at the front axle end by the actual torque of the vehicle. The rear axle distribution ratio is then 1 minus the front axle distribution ratio.

[0076] Before the vehicle receives the redundant VCU takeover flag, the front axle distribution ratio and rear axle distribution ratio of the vehicle can be calculated according to the above method. After the vehicle receives the redundant VCU takeover flag, the front axle distribution ratio and rear axle distribution ratio will gradually transition from the distribution ratio before the redundant VCU takeover to the specified distribution ratio (i.e., the preset distribution ratio).

[0077] For example, the preset allocation ratio may be 0.5:0.5. The preset allocation ratio includes a front axle preset allocation ratio and a rear axle preset allocation ratio. The allocation ratio can only be a positive value and within [0, 1].

[0078] It should be noted that a vehicle includes a front axle and a rear axle. The axle-end demand torque is the sum of the front axle-end demand torque and the rear axle-end demand torque. The axle-end actual torque is the sum of the front axle-end actual torque and the rear axle-end actual torque.

[0079] Optionally, after calculating the required torque at the front axle end and the required torque at the rear axle end according to the preset distribution ratio, it is necessary to perform axle end torque verification on the required torque at the front axle end and the required torque at the rear axle end. Based on the actual torque at the axle end of the motor and the calculated rear axle torque distribution ratio, the final actual torque at the front axle and the actual torque at the rear axle are calculated to ensure that when the torque output by the front motor is insufficient, the insufficient torque is distributed to the rear wheels.

[0080] In addition, considering the off-road mode and the chassis intervention, in order to prevent the chassis intervention from conflicting with the torque distribution according to the calculated distribution ratio, additional logic design can be performed to avoid conflicts with the chassis intervention.

[0081] It should be noted that when the electronic stability program (ESP) is not engaged, the front axle torque requirement can be calculated based on a preset distribution ratio, and the rear axle torque requirement is equal to the wheel torque requirement minus the front axle actual torque. This ensures that the output torques of the front and rear motors are equal to the driver's torque requirement. At the same time, considering that the total torque distributed between the front and rear axles cannot exceed the driver's torque requirement, a limit is required to prevent overflow. Since the front axle torque requirement is calculated based on a preset distribution ratio, the result is already a limited torque value. Therefore, only the rear axle torque requirement needs to be limited. The rear axle torque requirement is the minimum of the rear axle short-term motor maximum torque and the rear axle distribution torque, and then the maximum of the rear axle short-term motor minimum torque.

[0082] When ESP intervenes and the vehicle is in four-wheel drive off-road mode, in order to ensure that the total torque required by the driver remains unchanged, ESP will only limit the torque of the slipping axle and will not redistribute the torque to the non-slipping axle.

[0083] If a front axle torque limit request is received (i.e. the required torque at the front axle end is limited), the required torque at the front axle end can be calculated based on the preset distribution ratio, and the required torque at the rear axle end is equal to the required torque at the wheel end minus the actual torque at the front axle end. At this time, the limited torque at the front axle is redistributed to the rear axle to keep the total driving force unchanged.

[0084] If a rear axle torque limit request is received (i.e., the rear axle torque limit is requested), the rear axle torque limit is calculated based on the preset distribution ratio. The front axle torque limit is equal to the wheel torque limit minus the rear axle torque limit. Furthermore, since the total torque distributed between the front and rear axles cannot exceed the required driving torque, a limit is applied to prevent overflow. Since the rear axle torque limit is calculated based on the distribution ratio, the result is already a limited torque value. Therefore, only the front axle torque limit is required. The front axle torque limit is the maximum value of the front axle short-term motor torque minus the front axle distributed torque, whichever is greater.

[0085] If ESP limits both the front and rear axles simultaneously, the front and rear axle torques are calculated based on their respective preset distribution ratios. At this point, no recalibration is required for the front and rear axles, and only the axle-end demand torque based on the preset distribution ratio is sent. If ESP intervenes but the vehicle is not in four-wheel drive off-road mode, the VCU will no longer recalibrate and distribute the allocated torque, primarily considering safety factors such as limited slip. Furthermore, the calculated front and rear axle demand torques must be filtered to avoid sudden changes in torque. The front and rear axle wheel-end demand torques must not exceed the maximum available torque limit for the front and rear axle lengths, and must not be lower than the minimum available torque limit for the front and rear axle wheel lengths.

[0086] S205 : Based on the second adjustment coefficient, adjust the actual torque at the shaft end to the required torque at the shaft end.

[0087] The second adjustment coefficient is used to control the rate of change of the actual torque at the shaft end.

[0088] Optionally, based on the second adjustment coefficient (ie, the preset filter coefficient), the actual shaft end torque may be gradually transitioned to the shaft end required torque obtained after the shaft end torque verification.

[0089] Exemplarily, the preset filter coefficient may be 0.2.

[0090] In one possible implementation, in order to ensure smoothness of the adjustment of the actual torque at the shaft end, filtering processing may be performed to gradually transition the actual torque at the shaft end to the required torque at the shaft end based on a filtering coefficient.

[0091] Alternatively, based on a preset reduction ratio, the front axle end torque requirement and the rear axle end torque requirement can be converted to the motor and then limited to obtain the motor torque requirement. Further, the motor actual torque is transferred to the motor torque requirement.

[0092] It should be noted that the front motor torque request command is no longer sent before the redundant VCU takes over the redundant powertrain system's front motor torque request command. Torque output control is then performed. The front and rear motor torque requests must not exceed the rear axle motor's long-term maximum and minimum torque limits calculated by the mechanical system capability estimation module. The motor torque request can be smoothed, and the rate of change of the motor torque request must be less than or equal to a certain value.

[0093] The enabling conditions for activating the motor anti-shake function are: the vehicle is in drivable mode; the motor target mode is torque control mode; the antilock brake system (ABS), autonomous emergency braking system (AEB), and dynamic hold are all deactivated; the motor demand torque is not in the range of -20Nm to 20Nm, and frequent entry and exit of motor anti-shake should be avoided.

[0094] The minimum torque capacity allowed for motor anti-shake can be calculated. Specifically, when the VCU requests the activation of the motor anti-shake function, the minimum torque allowed for anti-shake of the front and rear axle motors must not exceed the difference between the short-term minimum torque limit of the corresponding axle motor and the motor's required torque, and must not exceed the minimum torque limit allowed for motor anti-shake. When the VCU requests the deactivation of the rear axle motor anti-shake function, the minimum torque limit allowed for rear axle motor torsional vibration reduction is sent as 0.

[0095] The maximum torque capacity of the motor anti-shake function can be calculated. Specifically, when the VCU requests the activation of the motor anti-shake function, the maximum torque capacity of the front and rear axle motors for anti-shake must not exceed the difference between the short-term maximum torque limit of the corresponding axle motor and the motor's required torque, and must not exceed the maximum torque capacity of the corresponding motor for anti-shake. When the VCU requests the deactivation of the motor anti-shake function, the maximum torque capacity of the motor anti-shake is sent as 0.

[0096] For example, the initial value of the motor's required torque may be 220 Nm / s, the minimum torque limit allowed for motor anti-shake may be -100 Nm, and the initial value of the maximum torque limit allowed for motor anti-shake may be 100 Nm.

[0097] Figure 4 is a framework diagram of a redundant VCU torque control principle according to an exemplary embodiment. As shown in Figure 4, the VCU can interact with the integrated brake control unit (IBCU), the front motor controller FMIPU / the rear motor controller RMIPU. Specifically, the VCU includes: a torque management module, a gear management module, an energy management module, a fault management module, a high-voltage electrical appliance management module and an accelerator pedal analysis module.

[0098] The torque management module of the VCU can obtain vehicle speed signals, electronic parking brake system (EPB) status, ABS status, ESP status, brake pedal switch status, brake pedal stroke valid flag, brake pedal stroke, brake booster cylinder brake pressure signal, brake booster cylinder brake pressure signal valid flag from the IBCU, as well as gear signals from the gear management module, power system torque limit, motor torque limit and shaft end torque limit from the energy management module, fault-related signals from the fault management module, vehicle drivable status and high-voltage system status from the high-voltage electrical management module, and accelerator pedal-related signals from the accelerator pedal analysis module for subsequent torque management.

[0099] The front motor controller sends a motor torque request to the VCU's torque management module, which responds with the front motor speed, actual front motor torque, front motor speed valid bit, and front motor actual torque valid bit. The rear motor controller sends a motor torque request to the VCU's torque management module, which responds with the rear motor speed, actual rear motor torque, rear motor speed valid bit, and rear motor actual torque valid bit.

[0100] It should be noted that the gear management module in Figure 4 can implement gear control, provide signals related to each gear, and implement logic related to gear shifting. The energy management module in Figure 4 can provide power system torque limit, motor torque limit, and shaft end torque limit for calculating torque time limit torque. The fault management module in Figure 4 can input fault-related signals to the VCU to make a decision, and calculate the limit values ​​under the corresponding fault state and output them to other systems. The high-voltage electrical management module in Figure 4 can determine the drivable state of the entire vehicle and the state of the high-voltage system. The accelerator pedal analysis module in Figure 4 can output accelerator pedal-related signals.

[0101] FIG5 is a framework diagram illustrating a redundant VCU torque distribution principle according to an exemplary embodiment. As shown in FIG5 , the VCU includes a torque distribution module, a gear management module, a high-voltage electrical appliance management module, a redundant takeover module, and a mechanical system capability estimation module. Specifically, the gear management module can send each gear signal to the torque distribution module, the high-voltage electrical appliance management module can send the vehicle's drivable status to the torque distribution module, the redundant takeover module can send a redundant power takeover signal to the torque distribution module, and the mechanical system capability estimation module can send the maximum long-term available torque at the front axle wheel end, the minimum long-term available torque at the front axle wheel end, the maximum long-term available torque at the rear axle wheel end, and the minimum long-term available torque at the rear axle wheel end to the torque distribution module.

[0102] The torque distribution module can receive the actual torque of the front motor and the actual torque of the rear motor generated by the front / rear motor controllers, and send the front wheel end required torque, the front wheel end required torque effective position, the rear wheel end required torque, the rear wheel end required torque effective position, the front wheel end actual torque, the front wheel end actual torque effective position, the rear wheel end actual torque, the rear wheel end actual torque effective position, the powertrain wheel end actual torque and the powertrain wheel end actual torque effective position to the front / rear motor controllers.

[0103] FIG6 is a flow chart of a torque control method according to an exemplary embodiment. As shown in FIG6 , the method in step S202 specifically includes the following steps:

[0104] S301: Obtain the vehicle's driving speed and brake pedal opening, and determine the vehicle's creep torque requirement and throttle torque requirement based on the driving speed and brake pedal opening.

[0105] Optionally, during vehicle driving, a preset creep torque table may be queried based on the vehicle's real-time driving speed and brake pedal opening (ie, the degree to which the brake pedal is depressed) to obtain the creep torque requirement.

[0106] It should be noted that the redundant VCU has creep enabled by default. The conditions for enabling creep are: the vehicle is in drivable mode; the vehicle's actual gear position is in D / R; and the AEB function is not activated. The creep demand torque is set to 0 if any of the following occurs: creep disabled; EPB engaged; vehicle speed greater than 10 km / h; fault diagnostic feedback prohibits creep; the accelerator pedal is not depressed; the vehicle is completely stationary (i.e., speed less than 2 km / h) and the braking distance exceeds a set value or the master cylinder pressure exceeds 20 bar).

[0107] When the creep function is not enabled or the calculated enabling conditions are not met, the default feedback creep demand torque is 0. When the vehicle is not in D or R gear, the creep demand torque is 0. To ensure smoothness, the creep demand torque needs to be filtered. When entering and exiting the creep function, the vehicle's acceleration should be controlled within a certain range to avoid obvious jitter, settling, or forward movement. The preset creep torque table corresponding to different vehicle gears is different.

[0108] Optionally, during vehicle travel, a preset throttle torque table may be queried according to the vehicle's real-time travel speed and brake pedal opening to obtain the throttle demand torque.

[0109] It should be noted that the prerequisites for calculating the throttle demand torque are: the vehicle is in a drivable mode; the vehicle's actual gear is in D / R; and the AEB function is not activated. The throttle target torque is 0 NM if any of the following conditions are met: an accelerator pedal diagnostic fault; EPB is engaged; dynamic hold is activated; the advanced driving assistance system (ADAS) is activated and the low-speed advanced / automatic emergency braking (LAEB) function is turned on.

[0110] When the throttle torque demand calculation module does not allow torque demand calculation, the default feedback is the current throttle demand torque of 0Nm. If the current throttle demand torque is not 0Nm, it should be rapidly reduced to 0Nm according to the gradient. The driver's requested throttle target torque cannot be less than the powertrain's long-term minimum available torque (wheel end) and cannot be greater than the powertrain's long-term maximum available torque (wheel end). When entering and exiting the throttle demand torque, vehicle acceleration should be controlled within a certain range, and obvious jitter, jerkiness, and forward movement, which can cause poor driving performance, should be avoided.

[0111] S302: Determine the wheel end required torque based on the creep required torque and the throttle required torque.

[0112] Alternatively, the sum of the creep demand torque and the throttle demand torque may be determined as the wheel end demand torque.

[0113] S303: Acquire the actual torque of the motor of the vehicle, and determine the actual torque at the wheel end and the actual torque at the shaft end based on the actual torque of the motor, a preset reduction ratio, a preset transmission ratio, and a preset efficiency.

[0114] Optionally, the actual torque at the front axle end and the actual torque at the rear axle end of the vehicle can be calculated based on the actual torque of the front motor and the actual torque of the rear motor. The calculation formulas are shown in Formula 1 and Formula 2: T front axle = T front motor * preset front motor reduction ratio * preset transmission ratio * preset efficiency Formula 1 T rear axle = T rear motor * preset rear motor reduction ratio * preset transmission ratio * preset efficiency Formula 2

[0115] Among them: Tfront axle: actual torque at the front axle end; Tfront motor: actual torque of the front motor; Trear axle: actual torque at the rear axle end; Trear motor: actual torque of the rear motor.

[0116] Optionally, the actual torque of the entire vehicle (ie, the actual torque at the axle end) is the sum of the actual torque at the front axle end and the actual torque at the rear axle end.

[0117] Exemplarily, the preset front motor reduction ratio is 11.265, the preset rear motor reduction ratio is 12, and the preset efficiency is 0.99.

[0118] FIG7 is a flow chart of another torque control method according to an exemplary embodiment. As shown in FIG7 , after step S202 and before step S203, the method further includes the following steps:

[0119] S401. When the vehicle's brake priority function is activated, the vehicle's brake priority torque is determined based on a preset brake priority coefficient, the vehicle's driving speed, the vehicle's brake pedal opening and the wheel-end required torque, and the brake priority torque is determined as the wheel-end required torque.

[0120] It should be noted that the preconditions for activating the brake override function are: the vehicle is in a drivable mode; the vehicle's actual gear is in D / R; the brake override function is not blocked; and the AEB function is not activated. The preconditions for activating the brake override function are: the brake is applied first, then the accelerator, and the brake is not released. If the triggering time exceeds a preset duration (for example, 0.5 seconds), the logic is considered valid; otherwise, the brake is applied.

[0121] When the brake priority function is not activated, the default feedback brake priority torque is the wheel-end demand torque obtained by adding the creep demand torque and the throttle demand torque. When the brake priority function is activated, the wheel-end demand torque is the torque calculated by the brake priority torque (the power redundancy system does not have energy recovery, and when the brake priority function is activated, the torque cannot be negative).

[0122] FIG8 is a flow chart of another torque control method according to an exemplary embodiment. As shown in FIG8 , after step S202 and before step S203, the method further includes the following steps:

[0123] S501: Obtain a target gear of the vehicle, and determine a target torque corresponding to the target gear.

[0124] The target torque is used to indicate the maximum torque set when the vehicle is in the target gear.

[0125] Optionally, the safe speed of the vehicle's target gear can be obtained, and based on the safe speed of the vehicle's target gear, the target torque corresponding to the target gear can be determined to limit the wheel-end torque required according to the target torque corresponding to the target gear (i.e., the speed limit torque).

[0126] It should be noted that the preconditions for enabling wheel-end torque limitation are: the vehicle is in a drivable mode and the vehicle's actual gear position is D / R. If a speed limit request is requested during fault diagnosis, the torque limit specified in the speed limit request will prevail. If no fault diagnosis request is requested, the safe speed is 30 km / h (calibratable) if the vehicle is in R gear and 120 km / h (calibratable) if the vehicle is in D gear.

[0127] When performing wheel-end torque limitation on the wheel-end demand torque, the minimum value of the speed-limiting torque in the normal mode and the speed-limiting torque in the fault mode may be taken.

[0128] S502: When the target torque is less than the wheel-end required torque, determine the target torque as the wheel-end required torque.

[0129] Optionally, the vehicle speed limit torque can be arbitrated with the throttle demand torque, creep demand torque, and brake priority torque through the whole wheel end torque coordination arbitration module. When the target torque is less than the wheel end demand torque obtained by arbitration among the throttle demand torque, creep demand torque, and brake priority torque, the target torque is determined as the wheel end demand torque.

[0130] FIG9 is a flow chart of a torque control method according to an exemplary embodiment. The vehicle includes: a first axle (i.e., a front axle) and a second axle (i.e., a rear axle). The axle-end required torque includes: a first axle-end required torque (i.e., a front axle-end required torque) and a second axle-end required torque (i.e., a rear axle-end required torque). The axle-end actual torque includes: a first axle-end actual torque (i.e., a front axle-end actual torque) and a second axle-end actual torque (i.e., a rear axle-end actual torque). As shown in FIG9 , the method in step S204 specifically includes step S601, step S602, or step S603:

[0131] S601 : Determine a first shaft end required torque and a second shaft end required torque based on a preset distribution weight and the actual shaft end torque.

[0132] S602: When the first shaft end required torque is limited, determine the first shaft end required torque based on the preset distribution weight and the shaft end actual torque, and determine the second shaft end required torque based on the wheel end required torque and the first shaft end actual torque.

[0133] Optionally, during torque calibration, two a posteriori torque calculation methods are provided for the vehicle's front and rear axles to consider the effectiveness of torque calibration: one based on the actual torque at the axle end, and the other based on the required torque at the axle end. The two a posteriori value calculation methods can be switched through calibration parameters based on actual results. Users can switch between the two methods based on actual application results and select the method that best suits their needs.

[0134] When performing torque verification, the first shaft end required torque can be determined based on the preset distribution weight and the actual shaft end torque when the first shaft end required torque is limited, and the second shaft end required torque can be determined based on the wheel end required torque and the first shaft end required torque.

[0135] S603: When the second shaft end required torque is limited, determine the first shaft end required torque based on the wheel end required torque and the second shaft end actual torque, and determine the second shaft end required torque based on the preset distribution weight and the shaft end actual torque.

[0136] Optionally, when performing torque verification, the first shaft end required torque can be determined based on the wheel end required torque and the second shaft end required torque when the second shaft end required torque is limited, and the second shaft end required torque can be determined based on the preset distribution weight and the actual shaft end torque.

[0137] Figure 10 is an architectural block diagram of a redundant VCU torque control system according to an exemplary embodiment. As shown in Figure 10, the driving demand torque is calculated based on torques such as the throttle demand torque and the creep demand torque. Furthermore, the calculated driving demand torque is subjected to torque arbitration with the brake priority, the vehicle speed limit, and the powertrain torque limit to obtain the arbitrated driving demand torque, and then the arbitrated driving demand torque is subjected to torque coordination processing of power smoothing and torque smoothing.

[0138] The driving demand torque after torque coordination processing is distributed to the front and rear axle torques to obtain the front axle end demand torque and the rear axle end demand torque, and the motor demand torque is processed based on the front axle end demand torque and the rear axle end demand torque to obtain the front motor demand torque and the rear motor demand torque.

[0139] Figure 11 is a flowchart of a redundant VCU torque control according to an exemplary embodiment. As shown in Figure 11, it is first determined whether the redundant VCU takes over. If the redundant VCU takes over, the process ends; if the redundant VCU takes over, the vehicle's actual axle end torque calculation, front and rear wheel end required torque calculation, front and rear axle end required torque calculation and front and rear motor required torque calculation are performed in sequence.

[0140] 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, the torque control device or electronic device includes hardware structures and / or software modules corresponding to the execution of each function. It should be easy for those skilled in the art to realize 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 the form of hardware or computer software driving hardware 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.

[0141] In the embodiment of the present application, the torque control device or electronic device can be divided into functional modules according to the above method. For example, the torque control device or electronic device can include functional modules corresponding to the functional divisions, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical functional division. In actual implementation, other division methods may be used.

[0142] FIG12 is a block diagram of a torque control device according to an exemplary embodiment. Referring to FIG12 , the torque control device 90 includes: a processing module 1201 and a determination module 1202 .

[0143] The processing module 1201 is configured to switch the primary vehicle control unit to a backup vehicle control unit when the primary vehicle control unit of the vehicle is abnormal.

[0144] The determination module 1202 is configured to determine the required wheel end torque, actual wheel end torque, and actual axle end torque corresponding to the vehicle.

[0145] The processing module 1201 is also used to adjust the actual wheel end torque to the required wheel end torque based on a first adjustment coefficient when the difference between the required wheel end torque and the actual wheel end torque is greater than or equal to a preset threshold. The first adjustment coefficient is used to control the rate of change of the actual wheel end torque.

[0146] The determination module 1202 is further configured to determine the required axle end torque of the vehicle based on the preset distribution weight and the actual axle end torque.

[0147] The processing module 1201 is further configured to adjust the actual torque at the shaft end to the required torque at the shaft end based on a second adjustment coefficient, where the second adjustment coefficient is configured to control the rate of change of the actual torque at the shaft end.

[0148] In one possible embodiment, the torque control device also includes an acquisition module 1203; the acquisition module 1203 is used to acquire the vehicle's driving speed and the opening of the brake pedal; the determination module 1202 is also used to determine the vehicle's creep requirement torque and throttle requirement torque based on the driving speed and the opening of the brake pedal; the determination module 1202 is also used to determine the wheel-end requirement torque based on the creep requirement torque and the throttle requirement torque; the acquisition module 1203 is also used to acquire the vehicle's actual motor torque; the determination module 1202 is also used to determine the wheel-end actual torque and the shaft-end actual torque based on the motor's actual torque, a preset reduction ratio, a preset transmission ratio, and a preset efficiency.

[0149] In one possible embodiment, the processing module 1201 is also used to determine the vehicle's braking priority torque based on a preset braking priority coefficient, the vehicle's driving speed, the vehicle's brake pedal opening and the wheel-end required torque when the vehicle's braking priority function is activated, and determine the braking priority torque as the wheel-end required torque.

[0150] In one possible embodiment, the acquisition module 1203 is also used to obtain the target gear of the vehicle; the determination module 1202 is also used to determine the target torque corresponding to the target gear, and the target torque is used to indicate the maximum torque set by the vehicle when the vehicle is in the target gear; the determination module 1202 is also used to determine the target torque as the wheel-end required torque when the target torque is less than the wheel-end required torque.

[0151] In one possible embodiment, the vehicle includes: a first shaft and a second shaft, the shaft end required torque includes: a first shaft end required torque and a second shaft end required torque, and the shaft end actual torque includes: a first shaft end actual torque and a second shaft end actual torque; the determination module 1202 is also used to determine the first shaft end required torque and the second shaft end required torque based on a preset allocation weight and the shaft end actual torque; the determination module 1202 is also used to determine the first shaft end required torque based on the preset allocation weight and the shaft end actual torque when the first shaft end required torque is limited, and to determine the second shaft end required torque based on the wheel end required torque and the first shaft end actual torque; the determination module 1202 is also used to determine the first shaft end required torque based on the wheel end required torque and the second shaft end actual torque when the second shaft end required torque is limited, and to determine the second shaft end required torque based on the preset allocation weight and the shaft end actual torque.

[0152] Regarding the apparatus in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0153] FIG13 is a block diagram of an electronic device according to an exemplary embodiment. As shown in FIG13 , the electronic device 130 includes but is not limited to: a processor 1301 and a memory 1302 .

[0154] The memory 1302 is used to store executable instructions of the processor 1301. It is understandable that the processor 1301 is configured to execute instructions to implement the torque control method in the above embodiment.

[0155] It should be noted that those skilled in the art will understand that the electronic device structure shown in FIG13 does not constitute a limitation on the electronic device. The electronic device may include more or fewer components than shown in FIG13, or a combination of certain components, or a different arrangement of components.

[0156] The processor 1301 is the control center of the electronic device. It uses various interfaces and lines to connect the various parts of the entire electronic device. By running or executing software programs and / or modules stored in the memory 1302 and calling data stored in the memory 1302, it performs various functions of the electronic device and processes data, thereby monitoring the electronic device as a whole. The processor 1301 may include one or more processing modules. Optionally, the processor 1301 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, and the modem processor mainly handles wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 1301.

[0157] Memory 1302 can be used to store software programs and various data. Memory 1302 may primarily include a program storage area and a data storage area. The program storage area may store an operating system and application programs required by at least one functional module (e.g., an acquisition unit, a determination unit, a processing unit, etc.). Furthermore, memory 1302 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage device.

[0158] In an exemplary embodiment, a computer-readable storage medium including instructions is further provided, such as a memory 1302 including instructions. The instructions can be executed by the processor 1301 of the electronic device 130 to implement the torque control method in the above embodiment.

[0159] In actual implementation, the functions of processing module 1201, determination module 1202, and acquisition module 1203 in FIG12 can all be implemented by processor 1301 in FIG13 invoking a computer program stored in memory 1302. The specific execution process can be found in the description of the torque control method in the previous embodiment and will not be repeated here.

[0160] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0161] In an exemplary embodiment, a vehicle including a torque control device is further provided. The vehicle can implement the torque control method in the above embodiment through the torque control device.

[0162] In an exemplary embodiment, the present application also provides a computer program product including one or more instructions, which can be executed by the processor 1301 of the electronic device to implement the torque control method in the above embodiment.

[0163] It should be noted that when the instructions in the above-mentioned computer-readable storage medium or one or more instructions in the computer program product are executed by the processor of the electronic device, the various processes of the above-mentioned torque control method embodiment are implemented, and the same technical effect as the above-mentioned torque control method can be achieved. To avoid repetition, they will not be repeated here.

[0164] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete the full classification or partial functions described above.

[0165] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0166] The units described as separate components may or may not be physically separate, and the components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0167] 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.

[0168] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or the full classification part or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for enabling a device (which can be a single-chip microcomputer, chip, etc.) or a processor to execute the full classification part or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard drives, ROM, RAM, magnetic disks or optical disks.

[0169] The above are only specific embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or replacements within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A torque control method, characterized in that, The method includes: When the primary vehicle control unit of the vehicle is abnormal, switching the primary vehicle control unit to a backup vehicle control unit; Determining the wheel-end required torque, wheel-end actual torque, and axle-end actual torque corresponding to the vehicle; When the difference between the wheel-end required torque and the wheel-end actual torque is greater than or equal to a preset threshold, adjusting the wheel-end actual torque to the wheel-end required torque based on a first adjustment coefficient, where the first adjustment coefficient is used to control the change rate of the wheel-end actual torque; Determining the axle-end required torque of the vehicle based on a preset distribution weight and the axle-end actual torque; Adjusting the axle-end actual torque to the axle-end required torque based on a second adjustment coefficient, where the second adjustment coefficient is used to control the change rate of the axle-end actual torque.

2. The method according to claim 1, wherein The determining the wheel-end required torque, wheel-end actual torque, and axle-end actual torque corresponding to the vehicle includes: Obtaining the driving speed of the vehicle and the opening degree of the brake pedal, and determining the creep required torque and throttle required torque of the vehicle based on the driving speed and the opening degree of the brake pedal; Determining the wheel-end required torque based on the creep required torque and the throttle required torque; Obtaining the actual torque of the motor of the vehicle, and determining the wheel-end actual torque and the axle-end actual torque based on the actual torque of the motor, a preset reduction ratio, a preset transmission ratio, and a preset efficiency.

3. The method according to claim 1 or 2, characterized in that, The method further includes: When the brake priority function of the vehicle is activated, determining the brake priority torque of the vehicle based on a preset brake priority coefficient, the driving speed of the vehicle, the opening degree of the brake pedal of the vehicle, and the wheel-end required torque, and determining the brake priority torque as the wheel-end required torque.

4. The method according to claim 1 or 2, characterized in that, The method further includes: Obtaining the target gear of the vehicle and determining the target torque corresponding to the target gear, where the target torque is used to indicate the maximum torque set when the vehicle is in the target gear; When the target torque is less than the wheel-end required torque, determining the target torque as the wheel-end required torque.

5. The method according to claim 1 or 2, characterized in that, The vehicle includes: a first axle and a second axle, the axle-end required torque includes: a first axle-end required torque and a second axle-end required torque, and the axle-end actual torque includes: a first axle-end actual torque and a second axle-end actual torque; The determining the axle-end required torque of the vehicle based on a preset distribution weight and the axle-end actual torque includes: Determining the first axle-end required torque and the second axle-end required torque based on the preset distribution weight and the axle-end actual torque; Or, When the first axle-end required torque is restricted, determining the first axle-end required torque based on the preset distribution weight and the axle-end actual torque, and determining the second axle-end required torque based on the wheel-end required torque and the first axle-end actual torque; Or, When the second axle-end required torque is restricted, determining the first axle-end required torque based on the wheel-end required torque and the second axle-end actual torque, and determining the second axle-end required torque based on the preset distribution weight and the axle-end actual torque.

6. A torque control device, characterized in that, It includes a processing module and a determination module; The processing module is configured to switch the primary vehicle control unit to a backup vehicle control unit when the primary vehicle control unit of the vehicle is abnormal; The determination module is configured to determine the wheel-end required torque, the wheel-end actual torque, and the axle-end actual torque corresponding to the vehicle; The processing module is further configured to, when the difference between the wheel-end required torque and the wheel-end actual torque is greater than or equal to a preset threshold, adjust the wheel-end actual torque to the wheel-end required torque based on a first adjustment coefficient, where the first adjustment coefficient is used to control the change rate of the wheel-end actual torque; The determination module is further configured to determine the axle-end required torque of the vehicle based on a preset distribution weight and the axle-end actual torque; The processing module is further configured to adjust the axle-end actual torque to the axle-end required torque based on a second adjustment coefficient, where the second adjustment coefficient is used to control the change rate of the axle-end actual torque.

7. The torque control device according to claim 6, wherein The torque control device further includes an acquisition module; The acquisition module is configured to acquire the driving speed of the vehicle and the opening degree of the brake pedal; The determination module is further configured to determine the creep required torque and the throttle required torque of the vehicle based on the driving speed and the opening degree of the brake pedal; The determination module is further configured to determine the wheel-end required torque based on the creep required torque and the throttle required torque; The acquisition module is further configured to acquire the actual torque of the motor of the vehicle; The determination module is further configured to determine the wheel-end actual torque and the axle-end actual torque based on the actual torque of the motor, a preset reduction ratio, a preset transmission ratio, and a preset efficiency.

8. An electronic device, characterized in that, It includes: A processor; A memory for storing instructions executable by the processor; Wherein, the processor is configured to execute the instructions to implement the method according to any one of claims 1 to 5.

9. A computer-readable storage medium, characterized in that, When the computer-executable instructions stored in the computer-readable storage medium are executed by the processor of the electronic device, the electronic device can execute the method according to any one of claims 1 to 5.

10. A vehicle, characterized in that, The vehicle includes the torque control device according to any one of claims 6 to 7, and the vehicle is used to implement the method according to any one of claims 1 to 5.

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