Torque control method and apparatus, and vehicle

Abstract

A torque control method, a torque control apparatus, a vehicle, a chip system, a computer-readable medium, and a computer program product. In order to reduce a slip ratio, the method comprises: acquiring measured data (S401); on the basis of the measured data, predicting that a first wheel reaches a first place after a first time period, wherein a landform feature of the first place meets a preset condition (S402); and within the first time period, adjusting a current first torque of the first wheel to a second torque, and adjusting a current third torque of a second wheel to a fourth torque, wherein a first absolute value of the difference between the first torque and the second torque is equal to a second absolute value of the difference between the third torque and the fourth torque, and the first wheel and the second wheel correspond to different actuators (S403).

Description

Torque control method, device and vehicle

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office on January 31, 2024, with application number 202410139843.3 and application name “Torque Control Method, Device and Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

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

[0003] When encountering sudden road conditions (such as speed bumps or road cracks) while driving, the driver typically slows down and coasts through them, triggering regenerative braking. During these sudden road conditions, the wheels inevitably become briefly airborne, resulting in insufficient vertical force and a high slip rate. At this point, the drag torque control (DTC) system increases the negative torque at these wheels, weakening the regenerative braking and reducing the slip rate.

[0004] However, the increase in negative torque on that wheel can lead to insufficient braking force for the entire vehicle. This can cause the vehicle to lunge or lurch forward after the wheel reconnects to the ground. Unexpected deceleration can easily cause driver anxiety, leading to accidents. Summary of the Invention

[0005] To address the aforementioned technical issues, this application provides a torque control method, device, and vehicle. This technical solution predicts which wheel will pass through a sudden change point and completes torque transfer between wheels before that wheel passes through the sudden change point, thereby reducing slip while preventing a decrease in vehicle braking force. Consequently, after the wheel re-contacts the sudden change point, the vehicle will not experience forward thrust or lurch.

[0006] In order to achieve the above technical objectives, this application provides the following technical solutions:

[0007] In a first aspect, a torque control method is provided. The method includes: acquiring detection data. Based on the detection data, predicting that a first wheel will arrive at a first location after a first time period, and that the topographical features of the first location meet preset conditions. Within the first time period, adjusting a current first torque of the first wheel to a second torque, and adjusting a current third torque of the second wheel to a fourth torque, wherein a first absolute value of the difference between the first torque and the second torque is equal to a second absolute value of the difference between the third torque and the fourth torque, and the first wheel and the second wheel correspond to different actuators.

[0008] The first location is a sudden change location on the road surface, such as a speed bump.

[0009] By predicting the time a wheel is about to pass a sudden change and completing torque transfer between wheels before that time, the system reduces slip during the process and prevents the vehicle from lurching forward after the wheel leaves the sudden change and re-grounds. This allows for seamless driving through sudden changes, improving driver and passenger comfort.

[0010] According to the first aspect, the method further includes: determining whether a slip ratio of the first wheel is greater than a target value while the first wheel passes the first location. If the slip ratio of the first wheel is greater than the target value, adjusting the second torque of the first wheel to a fifth torque, and adjusting the fourth torque of the second wheel to a sixth torque, wherein a third absolute value of a difference between the second torque and the fifth torque is equal to a fourth absolute value of a difference between the fourth torque and the sixth torque.

[0011] This not only completes torque transfer before the wheels leave the sudden change point, reducing slip while maintaining vehicle braking stability, but also ensures that the vehicle's braking force is stable. Furthermore, if slip increases while the wheels are passing the sudden change point, the vehicle controller can adaptively transfer torque to reduce slip, ensuring vehicle braking stability through torque transfer between different wheels. This ensures vehicle stability before, during, and after the sudden change point, enhancing the comfort experience for both driver and passengers.

[0012] According to the first aspect, or any implementation method of the first aspect above, within a first time period, the first torque of the current first wheel is adjusted to the second torque, and the third torque of the current second wheel is adjusted to the fourth torque, including: as time changes within the first time period, according to the first torque transfer curve, the first torque of the current first wheel is adjusted to the second torque, and according to the second torque transfer curve, the third torque of the current second wheel is adjusted to the fourth torque, and the adjustment directions of the first torque transfer curve and the second torque transfer curve correspond in opposite directions.

[0013] Optionally, this adjustment direction can be reversed to indicate that while the negative torque on one wheel increases, the negative torque on other wheels decreases. This allows torque transfer between wheels to maintain or nearly maintain the braking torque of the entire vehicle, preventing forward thrust or lurching. Furthermore, during the torque transfer process, smooth torque transfer is performed according to the torque transfer curve, ensuring vehicle stability.

[0014] According to the first aspect, or any implementation of the first aspect above, before the first wheel is expected to arrive at the first location after the first time period based on the detection data, the method also includes: determining, based on the detection data, that the vehicle is currently in an energy recovery scenario, and the energy recovery scenario includes a deceleration scenario in response to a user operation or an automatic deceleration scenario.

[0015] In this way, when the vehicle controller determines that the vehicle is in an energy recovery scenario, it determines whether the wheels will pass through the sudden change location later, and thus achieves stability of the vehicle's braking force during the vehicle's passing through the sudden change location through torque control.

[0016] According to the first aspect, or any implementation of the first aspect above, after obtaining the detection data, the method also includes: obtaining the torque transfer amount of the first wheel based on at least one of the vehicle speed, braking force, and the degree of road surface mutation corresponding to the first location indicated by the detection data, and the torque transfer amount is equal to the first absolute value.

[0017] For example, the faster the vehicle is, the greater the torque transfer. Another example is that the greater the braking force, the greater the loss of braking force after passing the first point, so a greater torque transfer is required. Another example is that the more abrupt the road surface is, the greater the wheel clearance is, and the greater the torque transfer required.

[0018] According to the first aspect, or any implementation of the first aspect above, based on the detection data, predicting that the first wheel will arrive at the first location after the first time period includes: predicting that the first wheel will arrive at the first location after the first time period based on at least one of the vehicle wheelbase, vehicle speed, vehicle acceleration, vehicle driving direction, and vehicle wheelbase indicated by the detection data.

[0019] In this way, the vehicle controller obtains the time point when the first wheel is about to reach the first location based on the detection data, thereby completing the torque transfer between different wheels before this time point to ensure the stability of vehicle driving.

[0020] According to the first aspect, or any implementation of the first aspect above, the first actuator is used to control the torque of the first wheel, and the second actuator is used to control the torque of the second wheel; after obtaining the detection data, the method also includes: when the first actuator and the second actuator are different, pre-activating the actuator with slow torque compensation in the first actuator or the second actuator.

[0021] According to the first aspect, or any implementation of the first aspect above, the first actuator or the second actuator is any one of the following: an electronic hydraulic brake, an electronic mechanical brake, or a drive motor.

[0022] For example, some actuators require a long response time after being triggered. Therefore, if the actuator is triggered to initiate torque transfer after a sudden change in location is detected, it may be difficult to complete the torque transfer before the wheel leaves the initial location. Alternatively, if the first and second actuators differ significantly in their response times, it will be difficult to ensure that the absolute value of the torque transferred to the wheels corresponding to the two actuators is the same during the torque transfer process, resulting in changes in the vehicle's braking torque and affecting the user's driving experience. Therefore, the vehicle controller can pre-activate the actuator with slow torque compensation, so that during the subsequent torque transfer process, the activated actuator can respond more quickly to the torque transfer.

[0023] According to the first aspect, or any implementation of the first aspect above, after obtaining the detection data, the method also includes: based on the detection data, during the process of the second wheel passing through the first location, or before the second wheel passes through the first location, determining that the first wheel is about to arrive at the first location.

[0024] In this way, the vehicle controller determines by detecting data that the wheel is about to pass the mutation point to determine that the torque transfer conditions are met and needs to start torque control, thereby avoiding the subsequent problem of a decrease in the vehicle's braking force due to torque control during the process of the wheel passing the mutation point.

[0025] In a second aspect, an embodiment of the present application provides a torque control device. The device includes: a processor and a memory, the memory being coupled to the processor, the memory being used to store computer-readable instructions. When the processor reads the computer-readable instructions from the memory, the torque control device executes: obtaining detection data. Based on the detection data, it is predicted that the first wheel will arrive at a first location after a first time period, and the topographical features of the first location meet preset conditions. Within the first time period, the first torque of the current first wheel is adjusted to a second torque, and the third torque of the current second wheel is adjusted to a fourth torque. The first absolute value of the difference between the first torque and the second torque is equal to the second absolute value of the difference between the third torque and the fourth torque. The first wheel and the second wheel correspond to different actuators.

[0026] According to a second aspect, when the processor reads the computer-readable instructions from the memory, the processor further causes the torque control device to: determine whether a slip ratio of the first wheel is greater than a target value while the first wheel passes through a first location; and if the slip ratio of the first wheel is greater than the target value, adjust the second torque of the first wheel to a fifth torque, and adjust the fourth torque of the second wheel to a sixth torque, wherein a third absolute value of the difference between the second torque and the fifth torque is equal to a fourth absolute value of the difference between the fourth torque and the sixth torque.

[0027] According to the second aspect, or any implementation method of the second aspect above, within a first time period, the first torque of the current first wheel is adjusted to the second torque, and the third torque of the current second wheel is adjusted to the fourth torque, including: as time changes within the first time period, according to the first torque transfer curve, the first torque of the current first wheel is adjusted to the second torque, and according to the second torque transfer curve, the third torque of the current second wheel is adjusted to the fourth torque, and the adjustment directions of the first torque transfer curve and the second torque transfer curve correspond in opposite directions.

[0028] According to the second aspect, or any implementation of the second aspect above, when the processor reads computer-readable instructions from the memory, it also enables the torque control device to execute: based on the detection data, determine that it is currently in an energy recovery scenario, and the energy recovery scenario includes a speed reduction scenario in response to user operation or an automatic speed reduction scenario.

[0029] According to the second aspect, or any implementation of the second aspect above, when the processor reads computer-readable instructions from the memory, it also enables the torque control device to execute: based on at least one of the vehicle speed, braking force, and road surface mutation degree corresponding to the first location indicated by the detection data, obtain the torque transfer amount of the first wheel, and the torque transfer amount is equal to the first absolute value.

[0030] According to the second aspect, or any implementation of the second aspect above, based on the detection data, predicting that the first wheel will arrive at the first location after the first time period includes: predicting that the first wheel will arrive at the first location after the first time period based on at least one of the vehicle wheelbase, vehicle speed, vehicle acceleration, vehicle driving direction, and vehicle wheelbase indicated by the detection data.

[0031] According to the second aspect, or any implementation of the second aspect above, the first actuator is used to control the torque of the first wheel, and the second actuator is used to control the torque of the second wheel; when the processor reads the computer-readable instructions from the memory, it also enables the torque control device to execute: when the first actuator and the second actuator are different, pre-activate the actuator with slow torque compensation in the first actuator or the second actuator.

[0032] According to the second aspect, or any implementation of the second aspect, the first actuator or the second actuator is any one of the following: an electronic hydraulic brake, an electronic mechanical brake, or a drive motor.

[0033] According to the second aspect, or any implementation of the second aspect above, when the processor reads the computer-readable instructions from the memory, it also enables the torque control device to execute: based on the detection data, during the process of the second wheel passing through the first location, or before the second wheel passes through the first location, determine that the first wheel is about to arrive at the first location.

[0034] Exemplarily, the device is a vehicle controller, or a vehicle, or a component in a vehicle controller that can execute any possible method in any of the above aspects, or a component in a vehicle that can execute any possible method in any of the above aspects.

[0035] As another example, the device may be another device, or a component in another device. For example, a device outside the vehicle may be used to determine the torque and notify the vehicle of the torque.

[0036] In a third aspect, an embodiment of the present application provides a vehicle, the vehicle comprising the torque control device as described in the second aspect.

[0037] Optionally, the transportation vehicle includes a vehicle, such as an electric car, a car, a truck, a motorcycle, a bus, a lawn mower, an amusement vehicle, an amusement park vehicle, construction equipment, a tram, a golf cart, a train, and a cart, etc., which is not particularly limited in the embodiments of the present application.

[0038] In a fourth aspect, an embodiment of the present application provides a chip system comprising at least one processor and at least one interface circuit, wherein the at least one interface circuit is used to perform transceiver functions and send instructions to the at least one processor, the at least one processor executes instructions, and the at least one processor executes the method of the first aspect and any one of the implementations of the first aspect.

[0039] In a fifth aspect, embodiments of the present application provide a computer-readable storage medium. The computer-readable storage medium includes a computer program (also referred to as instructions or code), which, when executed on a computer, causes the computer to execute the method of the first aspect and any one of the embodiments of the first aspect.

[0040] In a sixth aspect, an embodiment of the present application provides a computer program product, which, when executed on a computer, enables the computer to execute the method of the first aspect and any one of the implementation methods of the first aspect.

[0041] The technical effects corresponding to the second to sixth aspects and any implementation method of each aspect can be referred to the technical effects corresponding to the above-mentioned first aspect and any implementation method of the first aspect, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] FIG1 is a schematic diagram of a torque adjustment process according to an embodiment of the present application;

[0043] FIG2 is a schematic diagram of a torque control system provided in an embodiment of the present application;

[0044] FIG3A is a schematic diagram of the hardware structure of a torque control device provided in an embodiment of the present application;

[0045] FIG3B is a schematic diagram of the vehicle structure provided in an embodiment of the present application;

[0046] FIG4 is a schematic diagram of a first flow chart of a torque control method according to an embodiment of the present application;

[0047] FIG5 is a schematic diagram of a torque control scenario according to an embodiment of the present application;

[0048] FIG6 is a second schematic diagram of a torque control scenario provided in an embodiment of the present application;

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

[0050] FIG8 is a third schematic diagram of a torque control scenario provided in an embodiment of the present application;

[0051] FIG9 is a fourth schematic diagram of a torque control scenario provided in an embodiment of the present application;

[0052] FIG10 is a schematic structural diagram of a torque control device provided in an embodiment of the present application;

[0053] FIG11 is a schematic structural diagram of a chip system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0054] The technical solutions in the embodiments of the present application are described below in conjunction with the drawings in the embodiments of the present application. Among them, in the description of the embodiments of the present application, the terms used in the following embodiments are only for the purpose of describing specific embodiments, and are not intended to be used as limitations on the present application. As used in the specification and appended claims of the present application, the singular expressions "one", "a kind of", "said", "above", "the" and "this" are intended to include expressions such as "one or more", unless there is a clear indication to the contrary in the context. It should also be understood that in the following embodiments of the present application, "at least one", "one or more" refer to one or more (including two).

[0055] References to "one embodiment" or "some embodiments" etc. described in this specification mean that the specific features, structures or characteristics described in conjunction with the embodiment are included in one or more embodiments of the present application. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. appearing in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in another way. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in another way. The term "connected" includes direct and indirect connections, unless otherwise stated. "First" and "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated.

[0056] In the embodiments of this application, words such as "exemplarily" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplarily" or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplarily" or "for example" is intended to present the relevant concepts in a concrete manner.

[0057] In some embodiments, the multi-actuator drive system on the vehicle has the characteristics of high transmission efficiency, precise and controllable torque, and high redundant reliability. Through multiple actuators, the axle torque corresponding to each wheel is controlled, thereby ensuring the driveability and stability of the vehicle under adherent road conditions and sudden road conditions.

[0058] Torque is a special type of force that causes an object to rotate. In a vehicle, torque refers to the torque output from the engine's crankshaft. Torque affects a vehicle's acceleration performance. The greater the torque, the greater the vehicle's acceleration, gradeability, and load capacity. Torque can reflect a vehicle's load capacity within a certain range. The unit of torque is Newton-meter (N·m).

[0059] Optionally, the driver on the vehicle is, for example, an electronic hydraulic brake, an electronic mechanical brake, a drive motor, etc. For example, taking the front and rear dual-motor drive system in the dual-motor drive system as an example, this system adopts a front-to-rear motor arrangement, with one motor arranged on the front axle of the vehicle driving the two wheels on the front axle, and one motor arranged on the rear axle driving the two wheels on the rear axle, thereby realizing front and rear dual-motor four-wheel drive control. The front axle motor and the rear axle motor independently output torque to realize torque control of the front and rear axles, and through torque control, the driving force or braking force between the front and rear axles is reasonably distributed, making full use of the vehicle's adhesion limit and improving vehicle stability and safety. Compared with vehicles with coaxial dual-motor rear-wheel drive control, this front and rear dual-motor four-wheel drive control can give full play to the advantages of four-wheel drive and use front and rear motor torque vector control to improve vehicle maneuverability and passability.

[0060] It should be understood that in a dual-actuator drive system, one actuator controls front axle torque, representing the torque at the vehicle's front wheels; and one actuator controls rear axle torque, representing the torque at the vehicle's rear wheels. In some examples, a vehicle may be configured with more or fewer actuators to control axle torque. For example, a four-wheeled vehicle may be configured with four actuators, each for controlling the torque at a different wheel.

[0061] Optionally, the sudden change in road conditions includes, for example, speed bumps, road joints, road bumps, and other sudden change locations that meet preset landform characteristics.

[0062] In some examples, when a vehicle encounters a sudden change in direction while driving, the driver typically slows down and coasts past it, triggering energy regeneration. For example, as shown in Figure 1(a), while driving, the driver notices a sudden change in direction ahead, triggering vehicle deceleration. The vehicle's actuator applies negative torque to the rear wheels. It should be understood that when a vehicle is driving on the road, the wheels adhere to the ground, generating a vertical force. This negative torque is used to counteract this vertical force. Subsequently, as the rear wheels pass the sudden change in direction, they inevitably become briefly airborne, resulting in insufficient vertical force and a high slip rate. In this case, the drag torque control (DTC) system reduces the slip rate by increasing the negative torque applied to the wheels to weaken the regeneration intensity. As shown in Figure 1(b), the rear wheels enter the sudden change in direction at time t2 and exit the sudden change in direction at time t3. During the period from time t2 to time t3, the DTC system controls the torque of the rear axle through the actuator, increasing the negative torque applied to the rear wheels. The increase in negative torque at the rear wheels reduces the absolute value of the torque, leading to insufficient braking force for the vehicle. As shown in Figure 1(a), after the rear wheels reconnect with the ground, the vehicle may experience forward thrust or lurch. Unexpected deceleration can easily cause driver anxiety, leading to traffic accidents.

[0063] In some examples, the vehicle's forward thrust / rushing is suppressed by limiting the recovery intensity of a single wheel. For example, the unevenness of the sudden change location is obtained through road condition recognition, the recovery power adjustment coefficient (negative correlation) is determined, and the motor recovery torque is adjusted. For another example, the withdrawal of electric braking force is controlled by time-based filtering to curb the insufficient braking force caused by the triggering of DTC / anti-lock brake control system (ABS). For another example, when passing through a sudden change location, the ABS triggers the condition that the motor speed is lower than a certain value before the energy recovery is withdrawn, thereby achieving the delayed withdrawal of electric braking force. However, these solutions all adjust the wheel recovery intensity during the process of passing through the sudden change location, and the loss of vertical force caused by the wheel being lifted off during the process of passing through the sudden change location is unavoidable. The above examples cannot achieve a good braking force adjustment effect for the entire vehicle.

[0064] To address this issue, an embodiment of the present application provides a torque control method that predicts which wheel will pass through a sudden change point and completes torque transfer between different wheels before that wheel passes through the sudden change point. This reduces slip while preventing a decrease in vehicle braking force. As a result, after the wheel passes the sudden change point and re-engages, the vehicle will not experience forward thrust or lurch.

[0065] The torque control device used in the torque control method provided in the embodiments of this application can be a variety of vehicles or modules included in various vehicles. For example, the vehicles include electric vehicles, new energy vehicles, cars, trucks, motorcycles, buses, recreational vehicles, amusement park vehicles, construction equipment, trams, etc., which are not specifically limited in the embodiments of this application. The torque control device can be powered by gasoline, diesel, electricity, solar energy, hydrogen energy, etc.

[0066] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments.

[0067] Referring to FIG. 2 , FIG. 2 illustrates a torque control system 200 provided in an embodiment of the present application. As shown in FIG. 2 , the torque control system 200 includes a detection module 201, a torque control device 202, and an execution module 203. The detection module 201, the torque control device 202, and the execution module 203 are interconnected and in communication with each other. The torque control module 202 includes a determination module 2021 and a control module 2022.

[0068] In some examples, the detection module 201 is used to obtain detection data, which is used to indicate the state of the vehicle. Optionally, the detection data includes, for example, accelerator pedal data, brake pedal data, vehicle driving data, environmental data, vehicle state estimation data, etc. Among them, the accelerator pedal data includes, for example, the distance moved when the accelerator pedal is pressed, the opening and closing degree, and other data related to the acceleration intention. The brake pedal data includes, for example, the brake pedal opening and closing degree, brake push rod data, master cylinder pressure, and other data related to the braking intention. The vehicle driving data includes, for example, motor speed, wheel speed, wheel acceleration, etc. The environmental data includes, for example, mutation location identification data, etc. The vehicle state estimation data includes, for example, vehicle speed, wheel slip rate, etc.

[0069] The detection module 201 includes a vehicle sensor, which is typically located inside a vehicle. The vehicle sensor can be used to detect the vehicle's status. The vehicle sensor can be any of a photoelectric speed sensor, a magnetoelectric speed sensor, and a Hall effect speed sensor, without limitation.

[0070] It should be understood that the above description of the detection module 201 is merely an example, and the embodiment of the present application does not specifically limit the specific form and implementation of the detection module 201.

[0071] 2 , the torque control device 202 shown in FIG2 can be used to instruct the execution module 203 to adjust the torque according to the detection data received from the detection module 201 .

[0072] In some examples, the torque control device 202 may include a determination module 2021 and a control module 2022 .

[0073] Determination module 2021 is configured to determine whether the vehicle currently meets torque transfer conditions. Optionally, the torque transfer conditions may include, for example, determining based on detection data that the vehicle is about to pass through a sudden change location, that the vehicle is in an energy recovery state, or that the vehicle speed meets a preset threshold.

[0074] Control module 2022 is configured to trigger a wheel torque transfer process when the vehicle meets torque transfer conditions. This process involves increasing the negative torque of a wheel before it passes the sudden change point to reduce its slip rate. During this process, the negative torque of other wheels is reduced, achieving torque transfer between the wheels while maintaining the total vehicle torque. This torque transfer reduces slip rates as the wheels pass the sudden change point, and prevents forward movement due to insufficient braking force after the wheels pass the sudden change point.

[0075] In some examples, when a wheel passes through a sudden change location, the determination module 2021 may also determine whether the slip ratio of the wheel exceeds a target value. For example, if the slip ratio exceeds the target value, the control module 2022 may adjust the negative torque of different wheels through torque transfer to reduce the slip ratio, thereby reducing the slip ratio of the wheel passing through the sudden change location and preventing the vehicle from losing control.

[0076] In some examples, the execution module 203 is configured to receive instructions from the torque control device 202 and adjust the torque of different wheels. For example, the execution module 203 may include a motor located on the front axle of the vehicle to drive the two front wheels, and a motor located on the rear axle to drive the two rear wheels. Then, as the rear wheels are about to pass a sudden change point, in response to the instructions from the torque control device 202, the rear axle motor drives the two rear wheels to increase negative torque, while the front axle motor drives the two front wheels to reduce negative torque.

[0077] Optionally, the torque control device 202 may be a server. As an example, the torque control device 202 may be a server of an intelligent transportation system, such as a physical server or a cloud server, which is not limited in this embodiment of the present application.

[0078] 3A is a schematic diagram of a hardware structure of a torque control device provided in an embodiment of the present application. The torque control device includes at least one processor 101, a communication line 102, a memory 103, and at least one communication interface 104.

[0079] The processor 101 may be a general-purpose CPU, a microprocessor, an ASIC, or one or more integrated circuits for controlling the execution of the program of the present application.

[0080] The communication link 102 may include a pathway for transmitting information between the aforementioned components.

[0081] Communication interface 104 is used to communicate with other devices. In embodiments of the present application, communication interface 104 may be a module, circuit, bus, interface, transceiver, or other device capable of implementing communication functions. Optionally, when the communication interface is a transceiver, the transceiver may be a standalone transmitter that can be used to send information to other devices, or a standalone receiver that can be used to receive information from other devices. The transceiver may also be a component that integrates the functions of sending and receiving information. Embodiments of the present application do not limit the specific implementation of the transceiver.

[0082] The memory 103 may be a read-only memory (ROM) or other type of static storage device that can store static information and instructions, a random access memory (RAM) or other type of dynamic storage device that can store information and instructions, or an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, an optical disc storage (including a compact disc, laser disc, optical disc, digital versatile disc, Blu-ray disc, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and can be accessed by a computer. The memory 103 may exist independently and be connected to the processor 101 via the communication line 102. The memory 103 may also be integrated with the processor 101.

[0083] The memory 103 is used to store computer-executable instructions for implementing the solution of the present application. The processor 101 is used to execute the computer-executable instructions stored in the memory 103, thereby implementing the methods provided in the following embodiments of the present application.

[0084] Optionally, the computer-executable instructions in the embodiments of the present application may also be referred to as application code, instructions, computer programs or other names, which are not specifically limited in the embodiments of the present application.

[0085] In a specific implementation, as an embodiment, the processor 101 may include one or more CPUs, such as CPU0 and CPU1 in FIG. 3A .

[0086] In a specific implementation, as an example, the torque control device may include multiple processors, such as processor 101 and processor 105 in FIG3A . Each of these processors may be a single-CPU processor or a multi-CPU processor. A processor herein may refer to one or more devices, circuits, and / or processing cores for processing data (e.g., computer program instructions).

[0087] The above-mentioned torque control device can be a general device or a special device, and the embodiment of the present application does not limit the type of the torque control device.

[0088] It should be understood that the structures illustrated in the embodiments of this application do not constitute specific limitations on the torque control device. In other embodiments of this application, the torque control device may include more or fewer components than illustrated, or may combine or separate certain components, or have different component arrangements. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

[0089] 3B is a schematic diagram of the structure of a vehicle 100 provided in an embodiment of the present application. The torque control system 200 described above can be applied to the vehicle 100.

[0090] In some embodiments, vehicle 100 may include various subsystems, such as a travel system 110, a sensor system 120, a control system 130, one or more peripheral devices 140, a power source 150, a computer system 160, and a user interface 170. Alternatively, vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and component of vehicle 100 may be interconnected via wired or wireless connections.

[0091] Propulsion system 110 may include components that provide powered motion for vehicle 100. Engine 111 may be an electric motor or other types of engine combinations. Engine 111 converts energy source 113 into mechanical energy. Examples of energy source 113 include solar panels, batteries, and other sources of electricity. Transmission 112 may transmit mechanical power from engine 111 to wheels 114.

[0092] The sensor system 120 may include a number of sensors that sense information about the environment surrounding the vehicle 100. For example, the sensor system 120 may include a positioning system 121, such as a global positioning system (GPS), a BeiDou system, or other positioning systems, an inertial measurement unit (IMU) 122, a radar 123, a lidar 124, and a camera 125.

[0093] Control system 130 controls the operation of vehicle 100 and its components. Control system 130 may include various components, including a steering system 131, a throttle 132, a brake unit 133, a computer vision system 134, a path control system 135, and an obstacle avoidance system 136, which may also be referred to as an obstacle avoidance system.

[0094] The vehicle 100 interacts with external sensors, other vehicles, other computer systems, or users via peripheral devices 140. The peripheral devices 140 may include a wireless communication system 141, an onboard computer 142, a microphone 143, and / or a speaker 144.

[0095] Power source 150 may provide power to various components of vehicle 100 .

[0096] Some or all functions of the vehicle 100 are controlled by a computer system 160. The computer system 160 may include at least one processor 161 that executes instructions 1621 stored in a non-transitory computer-readable medium, such as a data storage device 162. The computer system 160 may also be a plurality of computing devices that control individual components or subsystems of the vehicle 100 in a distributed manner.

[0097] The processor 161 may be any conventional processor, such as a commercially available central processing unit (CPU). Alternatively, the processor may be a dedicated device such as an application-specific integrated circuit (ASIC) or other hardware-based processor.

[0098] In some embodiments, data storage 162 may include instructions 1621 (e.g., program logic) that are executable by processor 161 to perform various functions of vehicle 100. Data storage 162 may also include additional instructions, including instructions for sending data to, receiving data from, interacting with, and / or controlling one or more of travel system 110, sensor system 120, control system 130, and peripherals 140.

[0099] In addition to the instructions 1621, the data storage device 162 may also store data such as road maps, route information, the vehicle's location, direction, speed, and other vehicle data, and other information. This information may be used by the vehicle 100 and the computer system 160 during operation of the vehicle 100 in autonomous, semi-autonomous, and / or manual modes.

[0100] The user interface 170 is used to provide information to or receive information from a user of the vehicle 100 .

[0101] Computer system 160 may control functions of vehicle 100 based on input received from various subsystems (eg, travel system 110 , sensor system 120 , and control system 130 ) and from user interface 170 .

[0102] In some embodiments, vehicle 100 may also include a vehicle controller (not shown in FIG. 3B ), which can also be described as a powertrain controller or intelligent driving computing platform. It is the core control component of the entire vehicle. It collects input information from various systems and components, makes decisions based on this input, and controls the operation of various components in vehicle 100, driving vehicle 100.

[0103] Specifically, as the command and management center for vehicle 100, the VCU's primary functions include: driving torque control, optimized braking energy control, vehicle energy management, maintenance and management of the Controller Area Network (CAN), fault diagnosis and troubleshooting, and vehicle status monitoring. It controls vehicle operation. Therefore, the quality of the VCU directly determines the stability and safety of the vehicle.

[0104] Alternatively, one or more of the above components may be installed or associated separately from the vehicle 100. For example, the data storage device 162 may be partially or completely separate from the vehicle 100. The above components may be communicatively coupled together in a wired and / or wireless manner.

[0105] Optionally, the above components are only an example. In actual applications, the components in the above modules may be added or deleted according to actual needs. Figure 3B should not be understood as a limitation on the embodiments of the present application.

[0106] In other embodiments of the present application, the vehicle may further include hardware structures and / or software modules to implement the aforementioned functions in the form of hardware structures, software modules, or a combination of hardware structures and software modules. Whether a particular one of the aforementioned functions is implemented in the form of hardware structures, software modules, or a combination of hardware structures and software modules depends on the specific application and design constraints of the technical solution.

[0107] The method provided in the embodiments of the present application is described below with reference to the accompanying drawings.

[0108] FIG4 is a flow chart of a torque control method provided in an embodiment of the present application. As shown in FIG4 , the method may include the following steps S401 to S403 .

[0109] S401: The vehicle controller obtains detection data.

[0110] Among them, the vehicle controller is the core control component of the vehicle. The vehicle controller obtains detection data and makes corresponding judgments and decisions based on the detection data. According to the above decisions, it controls the actions of various components in the vehicle and then controls the vehicle's driving or braking.

[0111] In some examples, the detection data includes, for example, accelerator pedal data, brake pedal data, vehicle driving data, environmental data, and vehicle state estimation data. Accelerator pedal data includes, for example, the distance the accelerator pedal moves when it is depressed, the degree of opening, and other data related to acceleration intent. Brake pedal data includes, for example, the degree of opening, brake push rod data, master cylinder pressure, and other data related to braking intent. Vehicle driving data includes, for example, motor speed, wheel speed, and wheel acceleration. Environmental data includes, for example, mutation location identification data. Vehicle state estimation data includes, for example, vehicle speed and wheel slip rate.

[0112] For example, the detection data includes vehicle speed, braking force, road surface mutation degree, vehicle wheelbase, vehicle speed, vehicle acceleration, vehicle driving direction, vehicle track, etc.

[0113] In some embodiments, the vehicle controller obtains real-time data monitored by various sensors on the vehicle and determines the status of the vehicle based on the real-time data.

[0114] Optionally, the vehicle's sensors include but are not limited to wheel speed sensors, steering wheel angle sensors, accelerator pedal position sensors, brake pedal position sensors, etc.

[0115] Exemplarily, the vehicle controller obtains real-time data (such as speed, acceleration, accelerator pedal and brake pedal, etc.) monitored by sensors in the vehicle (such as accelerometers, speed sensors, angle sensors, etc.), and the vehicle controller calculates and determines information such as the vehicle speed, the vehicle's lateral acceleration, the vehicle's longitudinal acceleration, the vehicle's accelerator pedal opening, and the vehicle's brake pedal opening based on the monitored real-time data.

[0116] Longitudinal acceleration refers to the acceleration along the vehicle's fore-aft direction, that is, the acceleration along the vehicle's direction of travel. Longitudinal acceleration affects driving safety and comfort. Longitudinal acceleration is measured in meters per second squared (m / s²).

[0117] Lateral acceleration indicates acceleration acting perpendicular to the vehicle's direction of travel. This acceleration can be caused by centrifugal force when the vehicle is turning. The greater the lateral acceleration, the more likely the vehicle is to be thrown off its path. Lateral acceleration is measured in meters per second squared (m / s²).

[0118] The accelerator pedal opening is used to indicate the degree to which the user is stepping on the accelerator. The brake pedal opening is used to indicate the degree to which the user is stepping on the brake. For example, if the vehicle's accelerator pedal opening is 0, it means that the user is not stepping on the accelerator at the current moment and the vehicle is not accelerating. If the vehicle's accelerator pedal opening is greater than 0, it means that the user is stepping on the accelerator at the current moment and the vehicle is accelerating. The larger the accelerator pedal opening, the harder the user steps on the accelerator, and the faster the vehicle speed. Similarly, if the vehicle's brake pedal opening is 0, it means that the user is not stepping on the brake at the current moment and the vehicle is not braking. If the vehicle's brake pedal opening is greater than 0, it means that the user is stepping on the brake at the current moment and the vehicle is braking. The larger the brake pedal opening, the harder the user steps on the brake, the greater the user's deceleration demand, and the faster the vehicle speed drops.

[0119] In some embodiments, the vehicle controller directly obtains vehicle status information from various subsystems of the vehicle. For example, in the vehicle 100 illustrated in FIG3B above, the vehicle controller obtains vehicle detection data from the sensor system 120, control system 130, and other subsystems of the vehicle 100.

[0120] S402: The vehicle controller predicts, based on the detection data, that the first wheel will arrive at the first location after a first time period.

[0121] In some embodiments, the vehicle controller determines, based on the detection data, that the vehicle is currently in an energy recovery scenario, wherein the energy recovery scenario includes a speed reduction scenario in response to a user operation or an automatic speed reduction scenario.

[0122] For example, if the vehicle controller detects a brake pedal position greater than 0, indicating the user is braking, the controller instructs the actuator to increase negative torque on the wheels to reduce vehicle speed and trigger energy regeneration. This triggers a deceleration scenario in response to user input.

[0123] For example, in an electric vehicle, if the vehicle controller detects that the accelerator pedal is at zero, indicating the user is not pressing the accelerator, the vehicle controller instructs the actuator to increase negative torque on the wheels, gradually reducing the vehicle speed and triggering energy recovery. This triggers the automatic deceleration scenario.

[0124] For example, in an autonomous driving scenario, the vehicle controller automatically controls the wheels to increase negative torque based on the current driving state, reducing vehicle speed and triggering energy recovery. In other words, it triggers an automatic deceleration scenario.

[0125] For example, as shown in Figure 5(a), when a sudden change occurs (such as the first location) during driving, the driver will usually slow down in advance. Then, in response to the user's operation, the vehicle controller controls the first wheel (such as the rear wheel) to increase negative torque, triggering energy recovery.

[0126] The first location is a sudden change location where the landform characteristics meet the preset conditions, for example, a speed bump, a road joint, a road bump, etc.

[0127] In this way, when the vehicle controller determines that the vehicle is in an energy recovery scenario, it determines through subsequent steps whether the wheels have passed the mutation point, and thus achieves stability of the vehicle's braking force during the vehicle's passage through the mutation point through torque control.

[0128] It should be understood that the present embodiment of the present application uses the torque control process of a vehicle in an energy recovery scenario as an example to introduce the torque control method. The torque control method can also be applied to non-energy recovery scenarios, which will not be further described in the present embodiment of the present application.

[0129] In some embodiments, the vehicle controller can predict, based on the acquired detection data, that the wheel is about to pass the first location. Alternatively, the vehicle controller can determine, based on the detection data, that the first wheel is about to arrive at the first location while the second wheel (e.g., the front wheel of the vehicle) is passing the first location, or before the second wheel passes the first location.

[0130] For example, after obtaining the wheel speed, acceleration, and other detection data detected by the inertial measurement unit 122 in the sensor system 120 shown in FIG3B , the vehicle controller determines that the second wheel is passing the first location based on the speed change. Therefore, the vehicle controller can determine that the first wheel is about to reach the first location.

[0131] For example, the radar 123 in the sensor system 120 can use radio signals to sense objects in the environment surrounding the vehicle 100. Alternatively, the lidar 124 in the sensor system 120 can use lasers to sense objects in the environment surrounding the vehicle 100. Alternatively, the camera 125 in the sensor system 120 can be used to capture multiple images of the environment surrounding the vehicle 100. The vehicle controller can then identify objects in the environment surrounding the vehicle 100 based on the acquired detection data, determine whether a first location exists, and thus determine that the first wheel is about to reach the first location before the second wheel passes the first location.

[0132] In this way, the vehicle controller determines by detecting data that the wheel is about to pass the mutation point to determine that the torque transfer conditions are met and needs to start torque control, thereby avoiding the subsequent problem of a decrease in the vehicle's braking force due to torque control during the process of the wheel passing the mutation point.

[0133] Optionally, the torque transfer condition includes, for example, one or more of the following: determining based on detection data that the vehicle is about to pass through the first location, the vehicle is in an energy recovery state, the vehicle speed meets a preset threshold, etc.

[0134] For example, if the vehicle controller determines based on detection data that the vehicle is in an energy recovery state and that a first wheel is about to pass a first location, then the torque transfer condition can be determined to be satisfied.

[0135] For example, at low speeds, the VCU does not trigger regenerative braking. Based on detection data, the VCU determines that the vehicle speed exceeds a preset threshold, then determines that the vehicle is in regenerative braking and that the first wheel is about to pass the first location, thus satisfying the torque transfer condition.

[0136] In some embodiments, when the vehicle controller determines that the first wheel is about to arrive at the first location, it may predict the time when the first wheel will arrive at the first location. For example, the vehicle controller may predict, based on the detection data, that the first wheel will arrive at the first location after a first time period.

[0137] Optionally, the vehicle controller predicts that the first wheel will arrive at the first location after the first time period based on at least one of the vehicle wheelbase, vehicle speed, vehicle acceleration, vehicle driving direction, and vehicle wheelbase indicated by the detection data.

[0138] Exemplarily, the vehicle controller predicts the time point when the first wheel arrives at the first location based on the wheelbase between the first wheel and the second wheel (i.e., the wheelbase between the front and rear wheels), the vehicle speed, and the vehicle acceleration.

[0139] For example, if the first location is a speed bump and the vehicle is not traveling head-on toward the speed bump, the vehicle controller may need to consider the vehicle's travel direction and wheelbase when predicting the time when the first wheel will arrive at the first location to obtain a more accurate first time period.

[0140] In this way, the vehicle controller obtains the time point when the first wheel is about to reach the first location based on the detection data, and then completes the torque transfer between different wheels before this time point through the following steps to ensure the stability of vehicle driving.

[0141] S403. The vehicle controller adjusts the first torque of the current first wheel to the second torque and the third torque of the current second wheel to the fourth torque within the first time period, wherein the first absolute value of the difference between the first torque and the second torque is equal to the second absolute value of the difference between the third torque and the fourth torque.

[0142] In some embodiments, after detecting the first location and predicting the first time period, the vehicle controller may determine the torque transfer amount of the first wheel based on at least one of the vehicle speed, braking force, and the degree of sudden road surface change corresponding to the first location as indicated by the detection data. The torque transfer amount is the torque required to be transferred between different wheels during the torque transfer process. In some examples, the torque transfer process can also be described as a torque compensation process, and the torque transfer amount can also be described as a torque compensation amount.

[0143] For example, the faster the vehicle is, the greater the torque transfer. Another example is that the greater the braking force, the greater the loss of braking force when the wheel passes the first point, so a greater torque transfer is required. Another example is that the more abrupt the road surface is, the greater the height of the wheel in the air, and the greater the torque transfer required.

[0144] In some examples, during the torque transfer process, as time changes within a first time period, the vehicle controller adjusts the current first torque of the first wheel to the second torque according to a first torque transfer curve, and adjusts the current third torque of the second wheel to the fourth torque according to a second torque transfer curve, with the first torque transfer curve and the second torque transfer curve adjusting in opposite directions. Optionally, this opposite adjustment direction indicates that while the negative torque of the front wheels increases, the negative torque of the rear wheels decreases.

[0145] For example, in the vehicle driving scenario shown in FIG5(a), the vehicle includes a first actuator and a second actuator, which are respectively used to control the front axle torque (corresponding to the torque of the two front wheels) and the rear axle torque (corresponding to the torque of the two rear wheels) of the vehicle. For example, the first actuator controls the torque of the rear wheels (such as the first wheel) of the vehicle, and the second actuator controls the torque of the front wheels (such as the second wheel) of the vehicle. Optionally, the first actuator or the second actuator is any of the following: an electronic hydraulic brake, an electronic mechanical brake, or a drive motor.

[0146] The vehicle is currently in an energy recovery scenario. At time t1, the vehicle first enters or is about to enter a sudden change location (such as the first location), as shown in Figure 5(b). The vehicle's front wheel torque is 0 and the rear wheel torque is -T. Subsequently, based on the detection data, the vehicle controller determines at time t1' that the vehicle's front wheels have entered the sudden change location. Therefore, the torque transfer conditions for the vehicle's rear wheels are currently met, and torque transfer between the front and rear wheels is required. It should be understood that there is a certain time interval between time t1' and time t1, or time t1' and time t1 are the same. The vehicle controller then predicts the time when the vehicle's rear wheels will reach the sudden change location (such as time t2') and the required torque transfer amount. Subsequently, as shown in Figure 5(a), between time t1' and time t2', the vehicle controller controls the vehicle's rear wheels via the first actuator to increase negative torque and controls the vehicle's front wheels via the second actuator to reduce negative torque. It should be understood that, as shown in FIG5(b), due to the negative torque change, the negative torque of the vehicle rear wheels increases, and the absolute value of the vehicle rear wheel torque decreases; the negative torque of the vehicle front wheels decreases, and the absolute value of the vehicle front wheel torque increases.

[0147] Among them, between time point t1' and time point t2', the vehicle controller controls the torque of the rear wheels of the vehicle and the torque of the front wheels of the vehicle to change smoothly according to the first torque transfer curve and the second torque transfer curve to achieve torque transfer. At any time point in this process, compared with the torque at time point t1', the starting point of the torque transfer, the absolute value of the torque change difference of the rear wheels of the vehicle and the absolute value of the torque change difference of the front wheels of the vehicle are the same or similar. At time point t2', the vehicle controller completes the torque transfer of the front wheels of the vehicle and the rear wheels of the vehicle. It should be understood that the embodiments of the present application do not limit the specific types of the first torque transfer curve and the second torque transfer curve. Time point t2 and time point t2' are separated by a certain time, or time point t2 and time point t2' are the same. In this way, during the torque transfer process, the torque transfer is carried out smoothly according to the torque transfer curve to avoid torque mutations that affect the user's driving experience.

[0148] Then, as shown in Figure 5(a), at time t2, the rear wheels of the vehicle begin to enter the mutation point and leave the mutation point at time t3. As shown in Figure 5(b), between time t2 and time t3, the negative torque behind the vehicle passing the mutation point increases (i.e., the absolute value of the torque decreases) compared to the negative torque of the front wheels before entering the mutation point. This reduces the slip rate by adjusting the torque of the wheels passing through the mutation point. Furthermore, by transferring the negative torque of the rear wheels to the front wheels, the vehicle's braking torque remains constant, thus preventing the vehicle from lurching forward due to the reduction in braking torque after the rear wheels leave the mutation point and re-engage.

[0149] In this way, the vehicle controller predicts the time when a wheel will pass the sudden change point and completes torque transfer between different wheels before that time. This reduces the slip rate of the wheel passing the sudden change point while preventing the vehicle from rushing forward after the wheel leaves the sudden change point and re-grounds. This allows the vehicle to pass through the sudden change point without feeling any difference, improving the comfort experience for the driver and passengers.

[0150] The present embodiment of the present application uses the first wheel as the rear wheel of the vehicle and the second wheel as the front wheel of the vehicle as an example to describe the torque control method provided in the embodiment of the present application. The method uses detection data corresponding to the front wheel of the vehicle to predict that the rear wheel of the vehicle is about to pass through a first location, and then achieves vehicle braking force stability control through torque transfer between the front wheel and the rear wheel of the vehicle. It should be understood that the first wheel can also broadly indicate the wheel that is about to pass through the first location, and the second wheel can also broadly indicate other wheels other than the first wheel. The vehicle controller achieves vehicle braking force stability control through torque transfer between the wheel that is about to pass through the first location and other wheels. This will not be described in detail below. For example, before the front wheel of the vehicle passes the sudden change location, the slip rate of the front wheel of the vehicle can also be reduced through torque transfer between the front wheel and the rear wheel of the vehicle.

[0151] Furthermore, the torque control method provided in the embodiments of the present application is described using an example of a vehicle having four wheels, equipped with a first actuator for controlling rear axle torque and a second actuator for controlling front axle torque. It should be understood that the first actuator can also broadly refer to an actuator for controlling the torque of a wheel about to pass a first location, and the second actuator can also broadly refer to an actuator for controlling the torque of wheels other than the wheel about to pass the first location. Furthermore, a vehicle can be equipped with more or fewer actuators, which will not be discussed further below.

[0152] In some embodiments, the vehicle controller initiates torque transfer when it predicts that a wheel is about to enter the first location and obtains the torque transfer amount. In some examples, the vehicle controller completes torque transfer before the wheel enters the first location. In other examples, the vehicle controller completes torque transfer before the wheel leaves the first location. Both implementations can reduce slip and prevent the vehicle from rushing forward.

[0153] In some embodiments, when the wheels leave the first location, both the front and rear wheels of the vehicle maintain the torque values ​​after the torque transfer. Thereafter, during driving, the vehicle controller adjusts the wheel torque in response to the user triggering the operation of the accelerator pedal or the brake pedal. Alternatively, the wheel torque is automatically restored during vehicle driving. For example, as shown in FIG5(b), after time point t3, the front and rear wheels of the vehicle maintain the torque values ​​after the torque transfer. Thereafter, during driving, the front wheel torque of the vehicle is restored to 0, and the rear wheel torque of the vehicle is restored to -T, keeping the vehicle's braking torque unchanged or with minimal changes, without affecting the driver's driving experience.

[0154] In some embodiments, the vehicle controller instructs the actuator to adjust wheel torque. In practice, the actuator requires a certain amount of response time to complete wheel torque adjustment. Therefore, the vehicle controller needs to trigger the actuator to adjust torque in advance based on this response time to ensure that wheel torque adjustment is completed on time.

[0155] Alternatively, different wheels may correspond to different actuator types or models, and different types or models of actuators may have different response times. Therefore, the time at which the vehicle controller triggers different actuators to adjust torque may also be different.

[0156] For example, as shown in the torque variation curve in Figure 6, during the torque transfer process, at the same time point, the absolute value of the difference in torque variation between the actual front wheel torque and the rear wheel torque is required to be identical. Therefore, to ensure that the actual torque meets this requirement, the calculated theoretical torque transfer curve is shifted forward in time during the torque adjustment process. Furthermore, if the first and second actuators are of different types or models, the absolute value of the theoretical torque variation difference between the front wheel torque and the rear wheel torque at the same time point may not be identical. Therefore, by triggering torque transfer between different wheels based on the calculated theoretical torque transfer curve, the actual torque transfer curve can meet the requirement of maintaining constant or approximately constant vehicle braking torque.

[0157] In this way, the vehicle controller performs torque transfer according to the actual working performance of the actuator and refers to the calculated first time period and torque transfer amount to achieve a better torque transfer effect.

[0158] In some embodiments, some actuators require a long response time after being triggered. Consequently, if the vehicle controller triggers the actuator to initiate torque transfer at time t1', it may be difficult to complete the torque transfer before the wheel leaves the first location. Alternatively, if the first and second actuators differ significantly in their response times, it will be difficult to ensure that the absolute value of the torque transferred to the wheels corresponding to the two actuators is identical during the torque transfer process. This can lead to changes in the vehicle's braking torque, impacting the user's driving experience. Therefore, the vehicle controller can pre-activate actuators with slower torque compensation, allowing the activated actuators to respond more quickly during the subsequent torque transfer process.

[0159] In some examples, if the first and second actuators are different, the one with slower torque compensation is pre-activated. For example, if the first actuator is a drive motor and the second actuator is a hydraulic brake, and the hydraulic brake has slower torque compensation, the vehicle controller can pre-activate the hydraulic brake.

[0160] In some examples, the vehicle controller pre-activates the actuator with slow torque compensation after determining that the vehicle has entered an energy recovery scenario. Alternatively, the vehicle controller pre-activates the actuator with slow torque compensation after detecting the first location.

[0161] In some embodiments, as the vehicle's wheels pass through the first location, the wheel slip ratio may exceed the target value due to unforeseen circumstances. In this case, the vehicle controller may further shift wheel torque to reduce the slip ratio and prevent sudden changes in vehicle braking torque. Examples of unforeseen circumstances include water stains, ice, or unusual road surface changes at the first location, which may increase the wheel slip ratio.

[0162] For example, Fig. 7 is a flowchart of another torque control method provided in an embodiment of the present application. As shown in Fig. 7 , after the above step S403 , steps S701 and S702 may be further included.

[0163] S701: The vehicle controller determines whether the slip ratio of the first wheel is greater than a target value. If so, step S702 is executed; if not, the corresponding torque is output.

[0164] Among them, the target value is the target slip rate or target slip rate change threshold obtained by the vehicle controller based on one or more of the vehicle speed, braking force, and the degree of road surface mutation corresponding to the first location indicated by the detection data.

[0165] For example, while a wheel of the vehicle passes through a first location, the vehicle controller monitors the slip ratio of the wheel. If the actual slip ratio of the wheel is greater than or equal to a target slip ratio, the vehicle controller may determine that the slip ratio of the wheel is greater than a target value. Alternatively, if the difference between the actual slip ratio and the expected slip ratio of the wheel is greater than or equal to a target slip ratio change threshold, the vehicle controller may determine that the slip ratio of the wheel is greater than a target value.

[0166] In some embodiments, if the vehicle controller determines that the slip ratio of the first wheel is greater than the target value, the wheel torque needs to be adjusted to reduce the slip ratio to avoid affecting the user's driving experience or causing driving hazards. That is, step S702 is executed. If the vehicle controller determines that the slip ratio of the first wheel is less than or equal to the target value, the vehicle controller does not need to adjust the wheel torque.

[0167] S702: The vehicle controller adjusts the second torque of the first wheel to the fifth torque and the fourth torque of the second wheel to the sixth torque, and the third absolute value of the difference between the second torque and the fifth torque is equal to the fourth absolute value of the difference between the fourth torque and the sixth torque.

[0168] In some embodiments, referring to the above torque adjustment process, when the vehicle controller determines that torque adjustment is required, it can also calculate the torque transfer amount, and perform torque transfer between different wheels based on the torque transfer amount to reduce the wheel slip rate.

[0169] In some examples, as a first wheel passes through a first location, a determination is made as to whether the slip ratio of the first wheel is greater than a target value. If the slip ratio of the first wheel is greater than the target value, the second torque of the first wheel is adjusted to a fifth torque, and the fourth torque of the second wheel is adjusted to a sixth torque, with the third absolute value of the difference between the second and fifth torques being equal to the fourth absolute value of the difference between the fourth and sixth torques. In this way, by transferring torque between the different wheels, the braking torque of the entire vehicle remains constant or approximately constant, preventing the vehicle from lunging or lurching.

[0170] For example, as shown in FIG8(b), during the period from time t2 to time t3, the rear wheel of the vehicle (e.g., the first wheel) passes through a sudden change location (e.g., the first location). The vehicle controller determines that the slip rate of the rear wheel of the vehicle is greater than a target value. The vehicle controller then reduces the slip rate of the rear wheel of the vehicle by increasing the negative torque of the rear wheel of the vehicle to weaken the recovery strength of the rear wheel of the vehicle. Simultaneously, the vehicle controller stabilizes the braking force of the vehicle by reducing the negative torque of the front wheel of the vehicle to increase the recovery strength of the front wheel of the vehicle.

[0171] In some examples, after torque transfer, if the vehicle's wheel slip is no longer greater than the target value, the vehicle controller may trigger wheel torque restoration. The restoration triggering time may be between time t2 and time t3, or after time t3. Accordingly, torque restoration completion time may be between time t2 and time t3, or after time t3. Optionally, the restored torque is the torque at the time the wheel enters the first location.

[0172] For example, as shown in FIG8(a), at time t2, after the rear wheels of the vehicle enter a sudden change location (e.g., the first location), the vehicle controller determines that the slip ratio of the vehicle's rear wheels is greater than a target value while passing through the sudden change location. The vehicle controller then instructs the first actuator and the second actuator to increase the negative torque of the vehicle's rear wheels (decrease the absolute value) and decrease the negative torque of the vehicle's front wheels (increase the absolute value) according to the torque transfer curve shown in FIG8(b) to reduce the slip ratio of the vehicle's rear wheels. Subsequently, when the slip ratio of the vehicle's rear wheels is less than or equal to the target value, the negative torque of the vehicle's rear wheels is reduced (increase the absolute value) and the negative torque of the vehicle's front wheels is increased (decrease the absolute value) to restore wheel torque. Furthermore, throughout the entire torque transfer process, the vehicle's braking torque is maintained constant to ensure vehicle stability when the rear wheels subsequently leave the sudden change location and re-land.

[0173] As another example, compared to the scenario shown in Figure 8 , the vehicle controller completes torque recovery before time t3 . As shown in Figures 9 (a) and (b), the vehicle controller adjusts wheel torque as the rear wheels pass the sudden change location. Furthermore, wheel torque recovery is complete after time t3 .

[0174] It should be understood that, as described above, the actuator requires a certain response time to adjust torque. Therefore, as the wheel passes through the first location, the actual torque transfer curve will deviate from the torque transfer curve shown in Figure 8(b) or Figure 9(b). This will not be further illustrated.

[0175] In this way, the vehicle controller not only completes torque transfer before the wheels leave the sudden change point, reducing slip while ensuring vehicle braking stability, but also, if slip increases while the wheels are passing the sudden change point, the vehicle controller adaptively transfers torque to reduce slip, maintaining vehicle braking stability through torque transfer between different wheels. This ensures vehicle stability before, during, and after the sudden change point, enhancing the comfort experience for both driver and passengers.

[0176] The above describes the torque control method provided by the embodiment of the present application using the forward driving scenario as an example. It should be understood that the torque control method provided by the embodiment of the present application is also applicable to the reversing scenario, and the specific implementation method can refer to the methods described in the various embodiments of the above examples. For example, during the reversing process, the vehicle controller determines that the wheel is about to pass the sudden change point, and can also reduce the slip rate by transferring torque between different wheels, and avoid the problem of vehicle backward movement / backward rush after the wheel re-landing.

[0177] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of method. In order to realize the above functions, it includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should easily appreciate that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in a hardware or computer software driven hardware manner depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0178] In the embodiments of the present application, the torque control system can be divided into functional modules according to the above-mentioned method examples. For example, each functional module can be divided according to each function, or two or more functions can be integrated into a single processing module. The above-mentioned integrated modules can be implemented in the form of hardware or software functional modules. It should be noted that the module division in the embodiments of the present application is schematic and is only a logical functional division. In actual implementation, other division methods may be used.

[0179] FIG10 illustrates a possible schematic structural diagram of a torque control device involved in the above-described embodiments. As shown in FIG10 , a torque control device 1000 may include an acquisition unit 1001 and a processing unit 1002. The torque control device 1000 is configured to execute the above-described torque control method, such as the torque control method shown in FIG4 or FIG7 . Of course, the torque control device may also include other modules, or may include fewer modules. This embodiment of the present application is not limited thereto.

[0180] The acquisition unit 1001 is used to acquire detection data.

[0181] Specifically, the acquisition unit 1001 is used to execute step S401 shown in Figure 4. For example, the acquisition unit 1001 is used to acquire data such as vehicle speed, braking force, road surface abruptness, vehicle wheelbase, vehicle speed, vehicle acceleration, vehicle driving direction, and vehicle wheelbase.

[0182] Processing unit 1002 is configured to predict the time when a wheel will reach the sudden change location based on the vehicle detection data and to perform torque transfer between different wheels. For example, processing unit 1002 is configured to perform steps S402 and S403 shown in FIG4 . Alternatively, processing unit 1002 is configured to perform torque transfer between different wheels based on the vehicle detection data while the wheel passes the sudden change location. For example, processing unit 1002 is configured to perform steps S701 and S702 shown in FIG7 .

[0183] Optionally, the torque control device 1000 shown in FIG10 may further include a storage unit (not shown in FIG10 ) storing a program or instruction. When the acquisition unit 1001 and the processing unit 1002 execute the program or instruction, the torque control device 1000 shown in FIG10 may perform the torque control method described in the above method embodiment.

[0184] The operations and / or functions of each unit in the torque control device 1000 are respectively for realizing the corresponding processes of the torque control method described in the above method embodiment. All relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional unit. For the sake of brevity, they will not be repeated here.

[0185] The technical effects of the torque control device 1000 shown in FIG10 may refer to the technical effects of the torque control method described in the above method embodiment, and will not be repeated here.

[0186] As an example, in conjunction with FIG3A , the functions implemented by the acquisition unit 1001 and the processing unit 1002 in the torque control device 1000 can be implemented by the processor 101 in FIG3A executing the program code in the memory 103 in FIG3A .

[0187] An embodiment of the present application also provides a chip system, as shown in Figure 11, the chip system 1100 includes at least one processor 1101 and at least one interface circuit 1102. As an example, when the chip system 1100 includes one processor and one interface circuit, the one processor may be the processor 1101 shown in the solid box in Figure 11 (or the processor 1101 shown in the dotted box), and the one interface circuit may be the interface circuit 1102 shown in the solid box in Figure 11 (or the interface circuit 1102 shown in the dotted box). When the chip system 1100 includes two processors and two interface circuits, the two processors include the processor 1101 shown in the solid box in Figure 11 and the processor 1101 shown in the dotted box, and the two interface circuits include the interface circuit 1102 shown in the solid box in Figure 11 and the interface circuit 1102 shown in the dotted box. This is not limited.

[0188] The processor 1101 and the interface circuit 1102 can be interconnected via a line. For example, the interface circuit 1102 can be used to receive signals. For another example, the interface circuit 1102 can be used to send signals to other devices (such as the processor 1101). Exemplarily, the interface circuit 1102 can read instructions stored in the memory and send the instructions to the processor 1101. When the instructions are executed by the processor 1101, the torque control device can perform the various steps in the above embodiment. Of course, the chip system can also include other discrete devices, which are not specifically limited in the embodiments of the present application.

[0189] Exemplarily, the chip system may be a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a system on chip (SoC), a central processor unit (CPU), a network processor (NP), a digital signal processor (DSP), a microcontroller unit (MCU), a programmable logic device (PLD) or other integrated chips.

[0190] It should be understood that each step in the above method embodiment can be completed by hardware integrated logic circuits in a processor or by software instructions. The method steps disclosed in the embodiments of the present application can be directly embodied as being executed by a hardware processor, or by a combination of hardware and software modules in a processor.

[0191] An embodiment of the present application further provides a computer-readable storage medium storing one or more computer programs, wherein the one or more computer programs include instructions that, when executed by a computer, enable the computer to execute the corresponding process of the torque control method in the above embodiment.

[0192] In some embodiments, the disclosed methods may be implemented as computer program instructions encoded in a machine-readable format on a computer-readable storage medium or on other non-transitory media or articles of manufacture.

[0193] An embodiment of the present application further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement the torque control method in the above-mentioned embodiment.

[0194] The apparatus, computer-readable storage medium, computer program product, or chip provided in the embodiments of the present application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0195] The steps of the method or algorithm described in conjunction with the disclosure of the embodiments of the present application can be implemented in a hardware manner or can be implemented by a processor executing software instructions. The software instructions can be composed of corresponding software modules, and the software modules can be stored in a random access memory (RAM), a flash memory, a read-only memory, an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a register, a hard disk, a mobile hard disk, a compact disc read-only memory (CD-ROM) or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor so that the processor can read information from the storage medium and can write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and the storage medium can be located in an application specific integrated circuit (ASIC).

[0196] Through the description of the above embodiments, those skilled in the art will clearly understand that for the sake of convenience and brevity, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed; that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. The specific working processes of the above-mentioned systems, devices, and units can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0197] In the several embodiments provided in this application, it should be understood that the disclosed methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of the modules or units is only a logical function division, and there may be other division methods in actual implementation; for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of modules or units, which can be electrical, mechanical or other forms.

[0198] 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.

[0199] Computer-readable storage media include, but are not limited to, any of the following: a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, and other media that can store program code.

[0200] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A torque control method, characterized in that: The method comprises: Obtain test data; predicting, based on the detection data, that the first wheel will arrive at a first location after a first time period, and that topographic features of the first location meet a preset condition; During the first time period, the first torque of the first wheel is adjusted to the second torque, and the third torque of the second wheel is adjusted to the fourth torque. The first absolute value of the difference between the first torque and the second torque is equal to the second absolute value of the difference between the third torque and the fourth torque. The first wheel and the second wheel correspond to different actuators.

2. The method according to claim 1, characterized in that The method further comprises: During the process of the first wheel passing through the first location, determining whether the slip rate of the first wheel is greater than a target value; If the slip rate of the first wheel is greater than the target value, the second torque of the first wheel is adjusted to the fifth torque, and the fourth torque of the second wheel is adjusted to the sixth torque, and the third absolute value of the difference between the second torque and the fifth torque is equal to the fourth absolute value of the difference between the fourth torque and the sixth torque.

3. The method according to claim 1 or 2, characterized in that In the first time period, adjusting the first torque of the first wheel to the second torque and adjusting the third torque of the second wheel to the fourth torque includes: As time changes within the first time period, the first torque of the first wheel is adjusted to the second torque according to the first torque transfer curve, and the third torque of the second wheel is adjusted to the fourth torque according to the second torque transfer curve. The adjustment directions of the first torque transfer curve and the second torque transfer curve correspond in opposite directions.

4. The method according to any one of claims 1 to 3, characterized in that Before predicting, based on the detection data, that the first wheel arrives at the first location after the first time period, the method further includes: According to the detection data, it is determined that the current scenario is an energy recovery scenario, where the energy recovery scenario includes a speed reduction scenario in response to a user operation or an automatic speed reduction scenario.

5. The method according to any one of claims 1 to 4, characterized in that After acquiring the detection data, the method further includes: The torque transfer amount of the first wheel is obtained according to at least one of the vehicle speed, the braking force, and the degree of sudden change in the road surface corresponding to the first location indicated by the detection data, and the torque transfer amount is equal to the first absolute value.

6. The method according to any one of claims 1 to 5, characterized in that The predicting, based on the detection data, that the first wheel will arrive at the first location after the first time period includes: Based on at least one of the vehicle wheelbase, vehicle speed, vehicle acceleration, vehicle driving direction, and vehicle wheelbase indicated by the detection data, it is predicted that the first wheel will arrive at the first location after the first time period.

7. The method according to any one of claims 1 to 6, characterized in that The first actuator is used to control the torque of the first wheel, and the second actuator is used to control the torque of the second wheel; After acquiring the detection data, the method further includes: If the first actuator and the second actuator are different, the actuator with slower torque compensation, of the first actuator or the second actuator, is pre-activated.

8. The method according to claim 7, characterized in that The first actuator or the second actuator is any one of the following: an electronic hydraulic brake, an electronic mechanical brake, and a drive motor.

9. The method according to any one of claims 1 to 8, characterized in that After acquiring the detection data, the method further includes: According to the detection data, during the process of the second wheel passing through the first location, or before the second wheel passes through the first location, it is determined that the first wheel is about to arrive at the first location.

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

11. A vehicle, characterized in that: The vehicle includes the vehicle itself and the torque control device according to claim 10 .

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

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

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

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