Vehicle torque control method, apparatus, device, and vehicle

Abstract

A vehicle torque control method, comprising: during the driving process of an electric vehicle, acquiring the actual output torque value of the electric vehicle at a first moment; calculating the difference between the actual output torque value and a limit torque value of the electric vehicle; determining a torque adjustment gradient value on the basis of the difference; and adjusting the actual output torque value of the electric vehicle at the first moment on the basis of the torque adjustment gradient value to obtain a driving demand torque value of the electric vehicle at a second moment, wherein the second moment is later than the first moment and is adjacent to the first moment. The method can reduce the duration and frequency of continuous vibrations of electric vehicles, thereby improving the driving experience of electric vehicles. Also disclosed are an apparatus, a computer device, a vehicle, a computer readable storage medium, and a computer program product.

Description

Vehicle torque control methods, devices, equipment and vehicles

[0001] This application claims priority to Chinese Patent Application No. 202410485790.0, filed on April 22, 2024, entitled "A Vehicle Torque Control Method and Device", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of electric vehicle technology, and in particular to a vehicle torque control method, device, equipment, and vehicle. Background Technology

[0003] Vehicle torque reflects the torque output from the crankshaft when the engine is running. Simply put, it's the amount of force the engine generates per revolution. The greater the vehicle torque, the greater the engine's force. During driving, in certain situations (such as acceleration and deceleration), torque filtering methods are needed to control vehicle torque to ensure smooth driving.

[0004] In related technologies, when the actual output torque of a vehicle approaches or exceeds its limit torque value, a single torque filtering coefficient is used to reduce the torque required for driving. This reduces the actual output torque and causes wheel speed vibration. Since there is a conversion relationship between wheel speed and the vehicle's limit torque value, fluctuations in wheel speed will, in turn, further affect the vehicle's limit torque value, ultimately causing continuous vehicle vibration, resulting in poor ride comfort and impacting the driving experience. Summary of the Invention

[0005] The purpose of this application is to provide a vehicle torque control method, device, equipment, and vehicle that can solve the problem of continuous vehicle vibration caused by the actual output torque of the vehicle being limited by the allowable torque limit value of the vehicle in the related art.

[0006] To solve the above-mentioned technical problems, this application provides the following technical solution:

[0007] In a first aspect, embodiments of this application provide a vehicle torque control method applied to electric vehicles, the method comprising:

[0008] During the operation of an electric vehicle, the actual output torque value is determined based on the vehicle's driving status.

[0009] Calculate the difference between the actual output torque value and the vehicle's limit torque value;

[0010] The torque adjustment gradient value is determined based on the difference.

[0011] The actual output torque value of the electric vehicle is adjusted based on the torque adjustment gradient value.

[0012] Optionally, the step of determining the torque adjustment gradient value based on the difference includes:

[0013] The torque adjustment gradient value corresponding to the difference is found from the preset gradient value list; wherein, the gradient value list includes the relationship between the difference range and the gradient value.

[0014] or,

[0015] Determine the sign of the difference;

[0016] Find the list of gradient values ​​corresponding to the positive or negative value of the difference, and determine the torque adjustment gradient value corresponding to the difference.

[0017] Optionally, the step of adjusting the actual output torque value of the electric vehicle based on the torque adjustment gradient value includes:

[0018] When the wheel speed of the electric vehicle is shuddering downwards, the sum of the torque adjustment gradient value and the required torque value at the previous moment is determined as the actual output torque value of the electric vehicle.

[0019] When the wheel speed of the electric vehicle vibrates upwards, the difference between the required torque value at the previous moment and the torque adjustment gradient value is determined as the actual output torque value of the electric vehicle.

[0020] Optionally, the step of adjusting the actual output torque value of the electric vehicle based on the torque adjustment gradient value includes:

[0021] When the wheel speed of the electric vehicle is swaying downwards, the sum of the torque adjustment gradient value and the actual output torque value is determined as the actual output torque value of the electric vehicle.

[0022] When the wheel speed of the electric vehicle vibrates upwards, the difference between the actual output torque value and the torque adjustment gradient value is determined as the actual output torque value of the electric vehicle.

[0023] Optionally, the correspondence between the difference range and the gradient value in the preset gradient value list is fixed data, which is manually set by the user; or,

[0024] The correspondence between the difference range and the gradient value in the preset gradient value list is dynamically adjusted based on the torque control strategy during the historical driving process of the electric vehicle.

[0025] Secondly, embodiments of this application also provide a vehicle torque control device for electric vehicles, the device comprising:

[0026] The first determining module is used to determine the actual output torque value based on the driving state of the electric vehicle during driving.

[0027] The calculation module is used to calculate the difference between the actual output torque value and the vehicle's limited torque value;

[0028] The second determining module is used to determine the torque adjustment gradient value based on the difference;

[0029] An adjustment module is used to adjust the actual output torque value of the electric vehicle based on the torque adjustment gradient value.

[0030] Optionally, the first determining module includes:

[0031] The first submodule is used to find the torque adjustment gradient value corresponding to the difference from a preset gradient value list; wherein, the gradient value list includes: the correspondence between the difference range and the gradient value;

[0032] or,

[0033] The second submodule is used to determine the sign of the difference; search the gradient value list corresponding to the sign of the difference, and determine the torque adjustment gradient value corresponding to the difference.

[0034] Optionally, the adjustment module includes:

[0035] The third submodule is used to determine the actual output torque value of the electric vehicle by summing the torque adjustment gradient value with the demand torque value at the previous moment when the wheel speed of the electric vehicle is shaking downward.

[0036] The fourth submodule is used to determine the difference between the required torque value at the previous moment and the torque adjustment gradient value as the actual output torque value of the electric vehicle when the wheel speed of the electric vehicle is shaking upward.

[0037] Optionally, the adjustment module includes:

[0038] The fifth submodule is used to determine the actual output torque value of the electric vehicle by summing the torque adjustment gradient value and the actual output torque value when the wheel speed of the electric vehicle is shaking downward.

[0039] The sixth submodule is used to determine the difference between the actual output torque value and the torque adjustment gradient value as the actual output torque value of the electric vehicle when the wheel speed of the electric vehicle vibrates upward.

[0040] Optionally, the correspondence between the difference range and the gradient value in the preset gradient value list is fixed data that is manually set by the user; or, the correspondence between the difference range and the gradient value in the preset gradient value list is dynamically adjusted based on the torque control strategy during the historical driving process of the electric vehicle.

[0041] Thirdly, embodiments of this application provide a vehicle torque control method, the method comprising:

[0042] During the operation of the electric vehicle, the actual output torque value of the electric vehicle at the first moment is obtained;

[0043] Calculate the difference between the actual output torque value and the limit torque value of the electric vehicle;

[0044] The torque adjustment gradient value is determined based on the difference.

[0045] Based on the torque adjustment gradient value, the actual output torque value of the electric vehicle at the first moment is adjusted to obtain the driving torque value of the electric vehicle at the second moment. The second moment is later than the first moment and adjacent to the first moment.

[0046] In one possible implementation, determining the torque adjustment gradient value based on the difference includes:

[0047] The torque adjustment gradient value corresponding to the difference is found from the gradient value list; wherein, the gradient value list includes: the correspondence between the difference range and the gradient value;

[0048] or,

[0049] Determine the sign of the difference;

[0050] Search the list of gradient values ​​corresponding to the sign of the difference, and determine the torque adjustment gradient value corresponding to the difference from the list of gradient values ​​corresponding to the sign of the difference.

[0051] In one possible implementation, the correspondence between the difference range included in the gradient value list and the gradient values ​​is fixed data; or,

[0052] The correspondence between the difference range and the gradient value included in the gradient value list is dynamically adjusted based on the torque control strategy during the historical driving process of the electric vehicle.

[0053] In one possible implementation, adjusting the actual output torque value of the electric vehicle at the first moment based on the torque adjustment gradient value to obtain the driving torque value of the electric vehicle at the second moment includes:

[0054] When the wheel speed of the electric vehicle is swaying downwards, the sum of the torque adjustment gradient value and the required torque value at the first moment is determined as the driving required torque value of the electric vehicle at the second moment.

[0055] When the wheel speed of the electric vehicle vibrates upward, the difference between the required torque value at the first moment and the torque adjustment gradient value is determined as the driving required torque value of the electric vehicle at the second moment.

[0056] In one possible implementation, adjusting the actual output torque value of the electric vehicle at the first moment based on the torque adjustment gradient value to obtain the driving torque value of the electric vehicle at the second moment includes:

[0057] When the wheel speed of the electric vehicle is shuddering downwards, the sum of the torque adjustment gradient value and the actual output torque value of the electric vehicle at the first moment is determined as the driving torque value required by the electric vehicle at the second moment.

[0058] When the wheel speed of the electric vehicle vibrates upward, the difference between the actual output torque value of the electric vehicle at the first moment and the torque adjustment gradient value is determined as the driving torque value required by the electric vehicle at the second moment.

[0059] In one possible implementation, the wheel speed of the electric vehicle at the second moment is greater than the wheel speed of the electric vehicle at the first moment, and the wheel speed of the electric vehicle vibrates upward.

[0060] The wheel speed of the electric vehicle at the second moment is less than the wheel speed of the electric vehicle at the first moment, and the wheel speed of the electric vehicle vibrates downward.

[0061] In one possible implementation, obtaining the actual output torque value of the electric vehicle at a first moment includes:

[0062] Receive the actual output torque value of the electric vehicle at the first moment, sent by the torque sensor of the electric vehicle; or,

[0063] Based on the theoretical output torque and transmission efficiency of the electric vehicle at the first moment, the actual output torque of the electric vehicle at the first moment is determined.

[0064] In one possible implementation, the method further includes:

[0065] Obtain the engine power and engine speed of the electric vehicle at the first moment;

[0066] The theoretical output torque value of the electric vehicle at the first moment is determined based on the engine power and the engine speed.

[0067] In one possible implementation, the method further includes:

[0068] The intake manifold pressure, engine displacement, and engine speed of the electric vehicle at the first moment are obtained.

[0069] The theoretical output torque value of the electric vehicle at the first moment is determined based on the intake manifold pressure, engine displacement, and engine speed.

[0070] Fourthly, embodiments of this application provide a vehicle torque control device, the device comprising:

[0071] The first determining module is used to obtain the actual output torque value of the electric vehicle at a first moment during the operation of the electric vehicle;

[0072] The calculation module is used to calculate the difference between the actual output torque value and the limit torque value of the electric vehicle;

[0073] The second determining module is used to determine the torque adjustment gradient value based on the difference;

[0074] An adjustment module is used to adjust the actual output torque value of the electric vehicle based on the torque adjustment gradient value, so as to obtain the driving torque value of the electric vehicle at a second moment, the second moment being later than the first moment and adjacent to the first moment.

[0075] In one possible implementation, the first determining module includes:

[0076] The first submodule is used to find the torque adjustment gradient value corresponding to the difference from the gradient value list; wherein, the gradient value list includes: the correspondence between the difference range and the gradient value;

[0077] or,

[0078] The second submodule is used to determine the sign of the difference; search the gradient value list corresponding to the sign of the difference, and determine the torque adjustment gradient value corresponding to the difference from the gradient value list corresponding to the sign of the difference.

[0079] In one possible implementation, the correspondence between the difference range included in the gradient value list and the gradient values ​​is fixed data; or,

[0080] The correspondence between the difference range and the gradient value included in the gradient value list is dynamically adjusted based on the torque control strategy during the historical driving process of the electric vehicle.

[0081] In one possible implementation, the adjustment module includes:

[0082] The third submodule is used to determine the sum of the torque adjustment gradient value and the required torque value at the first moment as the driving torque value of the electric vehicle at the second moment when the wheel speed of the electric vehicle is shaking downward.

[0083] The fourth submodule is used to determine the difference between the required torque value at the first moment and the torque adjustment gradient value as the driving required torque value of the electric vehicle at the second moment when the wheel speed of the electric vehicle is shaking upward.

[0084] In one possible implementation, the adjustment module includes:

[0085] The fifth submodule is used to determine the sum of the torque adjustment gradient value and the actual output torque value of the electric vehicle at the first moment as the driving torque value required by the electric vehicle at the second moment when the wheel speed of the electric vehicle is shaking downward.

[0086] The sixth submodule is used to determine the difference between the actual output torque value of the electric vehicle at the first moment and the torque adjustment gradient value as the driving torque value of the electric vehicle at the second moment when the wheel speed of the electric vehicle is shaking upward.

[0087] In one possible implementation, the wheel speed of the electric vehicle at the second moment is greater than the wheel speed of the electric vehicle at the first moment, and the wheel speed of the electric vehicle vibrates upward.

[0088] The wheel speed of the electric vehicle at the second moment is less than the wheel speed of the electric vehicle at the first moment, and the wheel speed of the electric vehicle vibrates downward.

[0089] In one possible implementation, the first determining module is configured to receive the actual output torque value of the electric vehicle at the first moment, transmitted by the torque sensor of the electric vehicle; or...

[0090] Based on the theoretical output torque and transmission efficiency of the electric vehicle at the first moment, the actual output torque of the electric vehicle at the first moment is determined.

[0091] In one possible implementation, the first determining module is further configured to obtain the engine power and engine speed of the electric vehicle at the first moment;

[0092] The theoretical output torque value of the electric vehicle at the first moment is determined based on the engine power and the engine speed.

[0093] In one possible implementation, the first determining module is further configured to acquire the intake manifold pressure, engine displacement, and engine speed of the electric vehicle at the first moment.

[0094] The theoretical output torque value of the electric vehicle at the first moment is determined based on the intake manifold pressure, engine displacement, and engine speed.

[0095] Fifthly, embodiments of this application provide a computer device, the computer device including: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the above-described vehicle torque control method.

[0096] Sixthly, embodiments of this application provide a vehicle that includes the computer equipment described in the fifth aspect above.

[0097] In a seventh aspect, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, wherein the program is executed by a processor to implement the above-described vehicle torque control method.

[0098] Eighthly, embodiments of this application provide a computer program product storing at least one computer instruction, which is loaded and executed by a processor to enable the computer to implement the above-described vehicle torque control method.

[0099] The vehicle torque control scheme provided in this application embodiment acquires the actual output torque value of the electric vehicle at a first moment during the electric vehicle's operation; calculates the difference between the actual output torque value and the vehicle's limit torque value at the first moment; determines a torque adjustment gradient value based on the difference; and adjusts the actual output torque of the electric vehicle at the first moment based on the torque adjustment gradient value to obtain the driving torque value required by the electric vehicle at the second moment. The vehicle torque control scheme provided in this application embodiment, by adjusting the actual output torque value of the electric vehicle at the first moment to obtain the driving torque value required by the electric vehicle at the second moment, makes the process of determining the driving torque value required by the electric vehicle at the second moment more reasonable. By controlling the drive motor to operate according to the driving torque value required by the electric vehicle at the second moment, the actual output torque of the electric vehicle at the second moment does not change significantly, which can effectively suppress the jitter of the driving torque requirement, thereby indirectly suppressing the drivability problem of wheel speed jitter, resulting in better driving smoothness and thus improving the driving experience of the electric vehicle. Attached Figure Description

[0100] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0101] Figure 1 is a schematic diagram of the implementation environment of a vehicle torque control method provided in an embodiment of this application;

[0102] Figure 2 is a flowchart of a vehicle torque control method provided in an embodiment of this application;

[0103] Figure 3 is a schematic diagram illustrating the effect of torque control using the method of this embodiment.

[0104] Figure 4 is a schematic diagram illustrating the effect of torque control in related technologies;

[0105] Figure 5 is a structural block diagram of a vehicle torque control device provided in an embodiment of this application;

[0106] Figure 6 is a flowchart of a vehicle torque control method provided in an embodiment of this application;

[0107] Figure 7 is a structural block diagram of a vehicle torque control device provided in an embodiment of this application;

[0108] Figure 8 is a structural schematic diagram of a terminal device provided in an embodiment of this application;

[0109] Figure 9 is a schematic diagram of the structure of a server provided in an embodiment of this application. Detailed Implementation

[0110] The present application will now be described in detail with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in the embodiments of the present application can be combined with each other.

[0111] The following detailed descriptions are exemplary and intended to provide further detailed explanation of this application. Unless otherwise specified, all technical terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application.

[0112] To make the technical problems, technical solutions and advantages of this application clearer, a detailed description will be provided below in conjunction with the accompanying drawings and specific embodiments.

[0113] The vehicle torque control scheme provided in this application can suppress the driving performance problem of continuous vehicle vibration caused by the actual output torque being limited by the vehicle's allowable torque limit. When the actual output torque approaches or exceeds the vehicle's allowable torque limit, by distinguishing the gradient limits of the increase and decrease of the driver's required torque, the driver's required torque achieves the effect of decreasing quickly and increasing slowly, thereby suppressing the problem of vehicle vibration caused by the fluctuation of required torque.

[0114] The vehicle torque control scheme provided in this application will be described in detail below with reference to the accompanying drawings, through specific embodiments and application scenarios.

[0115] Figure 1 shows a schematic diagram of the implementation environment of a vehicle torque control method provided in this application embodiment. The implementation environment includes an electric vehicle 11 and a computer device 12. The computer device 12 can be installed in the electric vehicle 11 or it can be a device that interacts with the electric vehicle 11 through a wired network or a wireless network, independent of the electric vehicle 11. The vehicle torque control method provided in this application embodiment is executed by the computer device 12.

[0116] The computer device 12 can be a terminal device or a server; this application embodiment does not limit this.

[0117] The terminal device can be an on-board terminal of an electric vehicle, or an electronic device that communicates with the on-board terminal of an electric vehicle. The server can be a single server, a server cluster consisting of multiple servers, or any of the following: a cloud computing platform or a virtualization center; this application embodiment does not limit this. The server and the terminal device communicate directly or indirectly via wired or wireless communication. The server has data receiving, data processing, and data sending functions. Of course, the server may also have other functions; this application embodiment does not limit this.

[0118] Those skilled in the art should understand that the above-described terminal devices and servers are merely illustrative examples. Other existing or future terminal devices or servers that are applicable to this application should also be included within the scope of protection of this application, and are hereby incorporated by reference.

[0119] As shown in Figure 2, the vehicle torque control method of this application embodiment includes the following steps:

[0120] Step 101: During the operation of the electric vehicle, determine the actual output torque value based on the driving status of the electric vehicle.

[0121] The vehicle torque control method provided in this application is applied to electric vehicles, which can be either pure electric vehicles or hybrid vehicles. The actual output torque value can be determined in real time by the electric vehicle's power control system during operation. The actual output torque value can be derived from the current engine power.

[0122] Step 102: Calculate the difference between the actual output torque value and the vehicle's limit torque value.

[0123] The power control system of an electric vehicle has a preset limit torque value. When the vehicle torque just begins to change, it is adjusted with reference to the preset limit torque value in the system. During the adjustment process, the vehicle limit torque value changes, so each torque adjustment is based on the previously adjusted vehicle limit torque value for the next torque adjustment.

[0124] Figure 3 is a schematic diagram of the effect of torque control using the vehicle torque control method provided in the embodiment of this application. As can be seen from Figure 3, the unfiltered demand torque remains unchanged, while the actual output torque after being limited by the torque limit value changes during the control process, and the torque limit value also changes during the torque control process.

[0125] Step 103: Determine the torque adjustment gradient value based on the difference.

[0126] Alternatively, the torque adjustment gradient value can be determined based on the difference as follows:

[0127] Method 1: Find the torque adjustment gradient value corresponding to the difference from the preset gradient value list; whereby the gradient value list includes the relationship between the difference range and the gradient value.

[0128] In actual implementation, after calculating the difference, the target difference range to which the difference belongs is found from the preset gradient value list. The gradient value corresponding to the target difference range is then determined as the torque adjustment gradient value. The specific correspondence between the difference range and the gradient value can be set by those skilled in the art based on experimental results or experience; this application embodiment does not impose specific limitations on this.

[0129] or,

[0130] Method 2: Determine the sign of the difference; find the list of gradient values ​​corresponding to the sign of the difference, and determine the torque adjustment gradient value corresponding to the difference.

[0131] The sign of the difference indicates whether the wheel speed of the electric vehicle is fluctuating upwards or downwards. When the wheel speed fluctuates downwards, the corresponding torque adjustment gradient value is positive, indicating that the torque value needs to be increased; conversely, it indicates that the torque value needs to be decreased. In Method Two, two gradient value lists are pre-set: one list corresponds to the gradient value corresponding to the difference determined when the wheel speed fluctuates downwards; the other list corresponds to the gradient value corresponding to the difference determined when the wheel speed fluctuates upwards.

[0132] The correspondence between the difference range and the gradient value in the preset gradient value list is fixed data that can be manually set by the user; or, the correspondence between the difference range and the gradient value in the preset gradient value list is dynamically adjusted based on the torque control strategy during the electric vehicle's historical driving process.

[0133] It should be noted that the above are only two feasible ways to generate data in the preset gradient value list. In actual implementation, it is not limited to these methods. Those skilled in the art can set the generation method of the preset gradient value list according to actual needs. For example, the correspondence between the difference range and the gradient value can also be determined based on a large amount of experimental test data.

[0134] Step 104: Adjust the actual output torque value of the electric vehicle based on the torque adjustment gradient value.

[0135] An optional method for adjusting the actual output torque of an electric vehicle based on a torque adjustment gradient value is as follows:

[0136] When the wheel speed of an electric vehicle is oscillating downwards, the sum of the torque adjustment gradient value and the demand torque value at the previous moment is determined as the actual output torque value of the electric vehicle; when the wheel speed of an electric vehicle is oscillating upwards, the difference between the demand torque value at the previous moment and the torque adjustment gradient value is determined as the actual output torque value of the electric vehicle.

[0137] Another alternative method to adjust the actual output torque of an electric vehicle based on the torque adjustment gradient value is as follows:

[0138] When the wheel speed of an electric vehicle is downward, the sum of the torque adjustment gradient value and the actual output torque value is determined as the actual output torque value of the electric vehicle; when the wheel speed of an electric vehicle is upward, the difference between the actual output torque value and the torque adjustment gradient value is determined as the actual output torque value of the electric vehicle.

[0139] During the operation of an electric vehicle, the vehicle torque control method provided in this application embodiment can effectively suppress the frequency of wheel speed vibration and effectively shorten the duration of wheel speed vibration compared to the torque filtering method provided in related technologies. Figure 4 is a schematic diagram of the effect of torque control in related technologies. As shown in Figure 4, when the actual output torque approaches or exceeds the allowable torque limit of the vehicle, due to the existence of only a single torque filtering coefficient, the reduction of torque by the limit causes wheel speed vibration. Since there is a certain conversion relationship between wheel speed and torque limit, the fluctuation of wheel speed will in turn affect the vibration of torque limit. The vibration of torque limit will cause the actual output torque to vibrate with almost the same period, amplitude, and different phases, which will directly aggravate the wheel speed vibration problem, causing the vibration of the whole vehicle to last for a long time from t1 to t2, and the vibration problem of the whole vehicle can be clearly perceived.

[0140] Figure 3 is a schematic diagram illustrating the effect of torque control by the method shown in the embodiment of this application. As shown in Figure 3, the torque control method provided by this application distinguishes the gradient limits of the rise and fall of the required torque. It uses the difference between the actual output torque and the vehicle's limit torque value to look up the table to obtain the gradient limit values ​​of the rise and fall, i.e., the torque adjustment gradient values. When the wheel speed vibrates downward, the vehicle's torque limit value fluctuates upward, but the required torque is limited to a small growth gradient by the rising gradient. This can effectively suppress the passive vibration of the actual output torque, thereby indirectly suppressing the vibration of the vehicle's wheel speed. Compared with the vibration duration in Figure 4, the duration of t1 to t2 (i.e., the vehicle vibration duration) can be effectively shortened, and the problem of vehicle vibration can be significantly improved.

[0141] The vehicle torque control method provided in this application determines the actual output torque value based on the driving state of the electric vehicle during operation; calculates the difference between the actual output torque value and the vehicle's limit torque value; determines a torque adjustment gradient value based on the difference; and adjusts the actual output torque of the electric vehicle based on the torque adjustment gradient value. The vehicle torque control scheme provided in this application distinguishes between the gradient limits for the increase and decrease of the required torque. When wheel speed vibrates, it can effectively suppress the passive vibration of the required torque, thereby indirectly suppressing the drivability problem caused by the vibration of the entire vehicle's wheel speed.

[0142] Figure 5 is a structural block diagram of a vehicle torque control device that implements an embodiment of this application.

[0143] The vehicle torque control device of this application embodiment is applied to an electric vehicle, and the device includes the following functional modules:

[0144] The first determining module 401 is used to determine the actual output torque value based on the driving state of the electric vehicle during driving.

[0145] Calculation module 402 is used to calculate the difference between the actual output torque value and the vehicle's limited torque value;

[0146] The second determining module 403 is used to determine the torque adjustment gradient value based on the difference;

[0147] The adjustment module 404 is used to adjust the actual output torque value of the electric vehicle based on the torque adjustment gradient value.

[0148] Optionally, the first determining module 401 includes:

[0149] The first submodule is used to find the torque adjustment gradient value corresponding to the difference from a preset gradient value list; wherein, the gradient value list includes: the correspondence between the difference range and the gradient value;

[0150] or,

[0151] The second submodule is used to determine the sign of the difference; search the gradient value list corresponding to the sign of the difference, and determine the torque adjustment gradient value corresponding to the difference.

[0152] Optionally, the adjustment module 404 includes:

[0153] The third submodule is used to determine the actual output torque value of the electric vehicle by summing the torque adjustment gradient value with the demand torque value at the previous moment when the wheel speed of the electric vehicle is shaking downward.

[0154] The fourth submodule is used to determine the difference between the required torque value at the previous moment and the torque adjustment gradient value as the actual output torque value of the electric vehicle when the wheel speed of the electric vehicle is shaking upward.

[0155] Optionally, the adjustment module 404 includes:

[0156] The fifth submodule is used to determine the actual output torque value of the electric vehicle by summing the torque adjustment gradient value and the actual output torque value when the wheel speed of the electric vehicle is shaking downward.

[0157] The sixth submodule is used to determine the difference between the actual output torque value and the torque adjustment gradient value as the actual output torque value of the electric vehicle when the wheel speed of the electric vehicle vibrates upward.

[0158] Optionally, the correspondence between the difference range and the gradient value in the preset gradient value list is fixed data, which is manually set by the user; or,

[0159] The correspondence between the difference range and the gradient value in the preset gradient value list is dynamically adjusted based on the torque control strategy during the historical driving process of the electric vehicle.

[0160] The vehicle torque control device provided in this application determines the actual output torque value based on the driving state of the electric vehicle during operation; calculates the difference between the actual output torque value and the vehicle's limit torque value; determines a torque adjustment gradient value based on the difference; and adjusts the actual output torque of the electric vehicle based on the torque adjustment gradient value. The vehicle torque control device provided in this application distinguishes between the gradient limits for increasing and decreasing demand torque. When wheel speed vibrates, it can effectively suppress the passive vibration of the demand torque, thereby indirectly suppressing the drivability problem caused by overall wheel speed vibration.

[0161] The vehicle torque control device shown in Figure 5 provided in this application embodiment can realize the various processes implemented in the method embodiment of Figure 1. To avoid repetition, it will not be described again here.

[0162] Figure 6 illustrates a vehicle torque control method provided in an embodiment of this application. This method can be executed by a computer device 12 in the implementation environment shown in Figure 1. As shown in Figure 6, the method includes the following steps 601 to 604.

[0163] In step 601, during the operation of the electric vehicle, the actual output torque value of the electric vehicle at the first moment is obtained.

[0164] In the exemplary embodiments of this application, the electric vehicle can be a battery electric vehicle (BEV) or a hybrid vehicle (HEV), and this application embodiment does not limit the type of electric vehicle. The first moment can be the current moment or the moment before the current moment, and this application embodiment also does not limit the first moment.

[0165] Optionally, the process of obtaining the actual output torque value of the electric vehicle at the first moment includes: receiving the actual output torque value of the electric vehicle at the first moment sent by the torque sensor of the electric vehicle; or, determining the actual output torque value of the electric vehicle at the first moment based on the theoretical output value and transmission efficiency of the electric vehicle at the first moment.

[0166] In one possible implementation, the torque sensor of the electric vehicle detects the actual output torque value of the electric vehicle in real time. After detecting the actual output torque value of the electric vehicle at the first moment, it sends the actual output torque value of the electric vehicle at the first moment to the computer equipment so that the computer equipment can obtain the actual output torque value of the electric vehicle at the first moment.

[0167] In one possible implementation, before determining the actual output torque value of the electric vehicle at the first moment based on its theoretical output torque value and transmission efficiency, it is necessary to first obtain the theoretical output torque value of the electric vehicle at the first moment. This application does not limit the method for obtaining the theoretical output torque value of the electric vehicle at the first moment. Optionally, this application provides the following two methods for obtaining the theoretical output torque value of the electric vehicle at the first moment.

[0168] Method 1: Obtain the engine power and engine speed of the electric vehicle at the first moment; based on the engine power and engine speed, determine the theoretical output torque value of the electric vehicle at the first moment.

[0169] In one possible implementation, the engine power and speed at a first moment are received from the engine to obtain the engine power and engine speed of the electric vehicle at the first moment. Based on the engine power and engine speed, the theoretical output torque value of the electric vehicle at the first moment is determined according to the following formula (1).

[0170] In the above formula (1), P1 represents the theoretical output torque of the electric vehicle at the first moment, P2 represents the engine power of the electric vehicle at the first moment, and N1 represents the engine speed of the electric vehicle at the first moment.

[0171] Method 2: Obtain the intake manifold pressure, engine displacement, and engine speed of the electric vehicle at the first moment; determine the theoretical output torque value of the electric vehicle at the first moment based on the intake manifold pressure, engine displacement, and engine speed.

[0172] In one possible implementation, the theoretical output torque value of the electric vehicle at the first moment is determined according to the following formula (2) based on the intake manifold pressure, engine displacement and engine speed.

[0173] In the above formula (2), Let η be the theoretical output torque value of the electric vehicle at the first moment, k be the correction coefficient, λ be the excess air coefficient, and η be the excess air coefficient. v For inflation efficiency, η t For mechanical efficiency, P 进气 V1 represents the intake manifold pressure of the electric vehicle at the first moment, V1 represents the engine displacement of the electric vehicle at the first moment, and N1 represents the engine speed of the electric vehicle at the first moment. The correction coefficient, excess air coefficient, charging efficiency, and mechanical efficiency are set based on experience, or can be flexibly adjusted according to the implementation environment; this application embodiment does not limit this.

[0174] In one possible implementation, after obtaining the theoretical output torque value of the electric vehicle at the first moment, the process of determining the actual output torque value of the electric vehicle at the first moment based on the theoretical output torque value and transmission efficiency of the electric vehicle at the first moment includes: determining the product of the theoretical output torque value and transmission efficiency of the electric vehicle at the first moment as the actual output torque value of the electric vehicle at the first moment.

[0175] The transmission efficiency is set based on experience, or can be flexibly adjusted according to the implementation environment; this application embodiment does not limit this. For example, the transmission efficiency is 0.8.

[0176] Optionally, the actual output torque of the electric vehicle at the first moment can be determined according to the following formula (3) based on the theoretical output torque value and transmission efficiency of the electric vehicle at the first moment.

[0177] In the above formula (3), This represents the actual output torque value of the electric vehicle at the first moment. η represents the theoretical output torque of the electric vehicle at the first moment, and η is the transmission efficiency.

[0178] In step 602, the difference between the actual output torque value and the limit torque value of the electric vehicle is calculated.

[0179] In one possible implementation, after determining the actual output torque value of the electric vehicle at the first moment in step 601 above, the difference between the actual output torque value and the limited torque value of the electric vehicle is calculated. Optionally, the difference between the actual output torque value and the limited torque value of the electric vehicle is calculated by subtracting the actual output torque value and minuending the limited torque value of the electric vehicle.

[0180] In step 603, the torque adjustment gradient value is determined based on the difference.

[0181] In one possible implementation, the present application embodiments do not limit the process of determining the torque adjustment gradient value based on the difference. Optionally, the present application embodiments provide the following two methods for determining the torque adjustment gradient value based on the difference.

[0182] Method 1: Find the torque adjustment gradient value corresponding to the difference from the gradient value list.

[0183] The gradient value list includes the correspondence between the difference range and the gradient value. This correspondence is either fixed data set by the user, or dynamically adjusted based on the torque control strategy observed during the electric vehicle's historical driving process.

[0184] Optionally, the range of differences in which the difference lies can be determined, and the gradient value corresponding to the range of differences in the gradient value list can be used as the torque adjustment gradient value corresponding to the difference.

[0185] Method 2: Determine the sign of the difference; find the gradient value list corresponding to the sign of the difference, and determine the torque adjustment gradient value corresponding to the difference in the gradient value list.

[0186] In one possible implementation, the gradient value list corresponding to the sign of the difference includes the correspondence between the difference range and the gradient value. The correspondence between the difference range and the gradient value included in the gradient value list is fixed data, or it is dynamically adjusted based on the torque control strategy during the electric vehicle's historical driving process.

[0187] Optionally, the range of the difference is determined, and the gradient value corresponding to the range of the difference in the gradient value list corresponding to the positive or negative value of the difference is used as the torque adjustment gradient value corresponding to the difference.

[0188] In step 604, the actual output torque value of the electric vehicle at the first moment is adjusted according to the torque adjustment gradient value to obtain the driving torque value of the electric vehicle at the second moment. The second moment is later than the first moment and adjacent to the first moment.

[0189] Optionally, if the first moment is the current moment, then the second moment is the moment after the current moment. If the first moment is the moment before the current moment, then the second moment is the current moment.

[0190] In one possible implementation, there are two methods to adjust the actual output torque value of the electric vehicle at the first moment based on the torque adjustment gradient value, so as to obtain the driving torque value required by the electric vehicle at the second moment.

[0191] Method 1: When the wheel speed of the electric vehicle is oscillating downwards, the sum of the torque adjustment gradient value and the required torque value at the first moment is determined as the driving torque value required by the electric vehicle at the second moment; when the wheel speed of the electric vehicle is oscillating upwards, the difference between the required torque value at the first moment and the torque adjustment gradient value is determined as the driving torque value required by the electric vehicle at the second moment.

[0192] In the first instance, if the wheel speed of the electric vehicle is greater than its wheel speed at the second moment, the wheel speed of the electric vehicle will vibrate upwards; if the wheel speed of the electric vehicle is less than its wheel speed at the first moment, the wheel speed of the electric vehicle will vibrate downwards.

[0193] Optionally, if the wheel speed of the electric vehicle vibrates downwards, it indicates that the vehicle is slowing down and requires a larger torque. In this case, the required torque value at the first moment is added to the torque adjustment gradient value to obtain the driving torque value required by the electric vehicle at the second moment. The required torque value at the first moment is determined based on the throttle opening at the first moment. The required torque value at the first moment is the torque value corresponding to the throttle opening at the first moment.

[0194] Optionally, if the wheel speed of the electric vehicle vibrates upward, it indicates that the speed of the electric vehicle is increasing, and a smaller torque is required at this time. Therefore, the torque required for driving the electric vehicle at the second moment is obtained by subtracting the torque adjustment gradient value from the torque required value at the first moment.

[0195] Method 2: When the wheel speed of the electric vehicle is oscillating downwards, the sum of the torque adjustment gradient value and the actual output torque value of the electric vehicle at the first moment is determined as the driving torque value required by the electric vehicle at the second moment; when the wheel speed of the electric vehicle is oscillating upwards, the difference between the actual output torque value of the electric vehicle at the first moment and the torque adjustment gradient value is determined as the driving torque value required by the electric vehicle at the second moment.

[0196] Optionally, if the wheel speed of the electric vehicle is swaying downwards, it indicates that the speed of the electric vehicle is slowing down, and a larger torque is required. In this case, the actual output torque value of the electric vehicle at the first moment is added to the torque adjustment gradient value to obtain the driving torque value required by the electric vehicle at the second moment.

[0197] Optionally, if the wheel speed of the electric vehicle vibrates upward, it indicates that the speed of the electric vehicle is increasing, and a smaller torque is required at this time. Therefore, the torque adjustment gradient value is subtracted from the actual output torque value of the electric vehicle at the first moment to obtain the driving torque value required by the electric vehicle at the second moment.

[0198] In one possible implementation, after determining the driving torque value required by the electric vehicle at the second moment in the above process, the drive motor is controlled to operate at the driving torque value required at the second moment.

[0199] The above method, after obtaining the actual output torque value of the electric vehicle at the first moment, determines the difference between the actual output torque value and the vehicle's limit torque value. This difference is used to determine the torque adjustment gradient value, which is then used to determine the driving torque demand value of the electric vehicle at the second moment. This makes the determination process for the driving torque demand value of the electric vehicle at the second moment more reasonable. Furthermore, after determining the driving torque demand value of the electric vehicle at the second moment, the drive motor is controlled to operate according to this value. This ensures that the actual output torque value of the electric vehicle at the second moment does not change significantly, effectively suppressing the vibration of the driving torque demand. This indirectly suppresses the drivability problem of wheel speed vibration, reduces vehicle vibration, and improves driving smoothness, thereby enhancing the driving experience of the electric vehicle.

[0200] Figure 7 is a schematic diagram of a vehicle torque control device provided in an embodiment of this application. As shown in Figure 7, the device includes the following components.

[0201] The first determining module 701 is used to obtain the actual output torque value of the electric vehicle at the first moment during the operation of the electric vehicle.

[0202] Calculation module 702 is used to calculate the difference between the actual output torque value and the limit torque value of the electric vehicle;

[0203] The second determining module 703 is used to determine the torque adjustment gradient value based on the difference;

[0204] The adjustment module 704 is used to adjust the actual output torque value of the electric vehicle based on the torque adjustment gradient value, so as to obtain the driving torque value of the electric vehicle at the second moment. The second moment is later than the first moment and adjacent to the first moment.

[0205] In one possible implementation, the first determining module 701 includes:

[0206] The first submodule is used to find the torque adjustment gradient value corresponding to the difference from the gradient value list; wherein, the gradient value list includes: the correspondence between the difference range and the gradient value;

[0207] or,

[0208] The second submodule is used to determine the sign of the difference; it searches the list of gradient values ​​corresponding to the sign of the difference, and determines the torque adjustment gradient value corresponding to the difference from the list of gradient values ​​corresponding to the sign of the difference.

[0209] In one possible implementation, the correspondence between the range of differences included in the gradient value list and the gradient values ​​is fixed data; or,

[0210] The correspondence between the difference range included in the gradient value list and the gradient value is dynamically adjusted based on the torque control strategy during the historical driving process of the electric vehicle.

[0211] In one possible implementation, the adjustment module 704 includes:

[0212] The third submodule is used to determine the sum of the torque adjustment gradient value and the required torque value at the first moment as the driving torque value of the electric vehicle at the second moment when the wheel speed of the electric vehicle is shaking downward.

[0213] The fourth submodule is used to determine the difference between the required torque value at the first moment and the torque adjustment gradient value as the driving torque value of the electric vehicle at the second moment when the wheel speed of the electric vehicle is shaking upward.

[0214] In one possible implementation, the adjustment module 704 includes:

[0215] The fifth submodule is used to determine the torque adjustment gradient value and the actual output torque value of the electric vehicle at the first moment as the driving torque value required by the electric vehicle at the second moment when the wheel speed of the electric vehicle is shaking downward.

[0216] The sixth submodule is used to determine the difference between the actual output torque value of the electric vehicle at the first moment and the torque adjustment gradient value when the wheel speed of the electric vehicle is vibrating upwards, and to determine the driving torque value required by the electric vehicle at the second moment.

[0217] In one possible implementation, the wheel speed of the electric vehicle at the second moment is greater than the wheel speed of the electric vehicle at the first moment, and the wheel speed of the electric vehicle vibrates upward.

[0218] The wheel speed of the electric vehicle at the second moment is less than that at the first moment, causing the wheel speed of the electric vehicle to vibrate downwards.

[0219] In one possible implementation, the first determining module 701 is configured to receive the actual output torque value of the electric vehicle at a first moment, transmitted by the torque sensor of the electric vehicle; or,

[0220] Based on the theoretical output torque and transmission efficiency of the electric vehicle at the first moment, the actual output torque of the electric vehicle at the first moment is determined.

[0221] In one possible implementation, the first determining module 701 is further configured to obtain the engine power and engine speed of the electric vehicle at a first moment.

[0222] The theoretical output torque value of the electric vehicle at the first moment is determined based on the engine power and engine speed.

[0223] In one possible implementation, the first determining module 701 is also used to obtain the intake manifold pressure, engine displacement and engine speed of the electric vehicle at the first moment.

[0224] The theoretical output torque value of the electric vehicle at the first moment is determined based on the intake manifold pressure, engine displacement, and engine speed.

[0225] After acquiring the actual output torque value of the electric vehicle at the first moment, the aforementioned device determines the difference between the actual output torque value and the vehicle's limit torque value. This difference is used to determine the torque adjustment gradient value, which in turn determines the driving torque requirement value for the electric vehicle at the second moment. This makes the determination process for the driving torque requirement value at the second moment more reasonable. Furthermore, after determining the driving torque requirement value for the electric vehicle at the second moment, the drive motor is controlled to operate according to this value. This ensures that the actual output torque value of the electric vehicle does not change significantly at the second moment, effectively suppressing torque fluctuations and indirectly mitigating wheel speed vibration issues. This reduces vehicle vibration, improves driving smoothness, and ultimately enhances the driving experience.

[0226] It should be understood that the above-described apparatus is only illustrated by the division of the functional modules described above when implementing its functions. In practical applications, the 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. In addition, the apparatus and method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process can be found in the method embodiments, which will not be repeated here.

[0227] Figure 8 shows a structural block diagram of a terminal device 800 provided in an exemplary embodiment of this application. The terminal device 800 can be any electronic device product capable of human-computer interaction with a user through one or more methods such as a keyboard, touchpad, remote control, voice interaction, or handwriting device. Examples include PCs (Personal Computers), mobile phones, smartphones, PDAs (Personal Digital Assistants), wearable devices, PPCs (Pocket PCs), tablet computers, smart car systems, smart TVs, smart speakers, and smartwatches.

[0228] Typically, terminal device 800 includes a processor 801 and a memory 802.

[0229] Processor 801 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 801 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 801 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 801 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the screen. In some embodiments, processor 801 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0230] The memory 802 may include one or more computer-readable storage media, which may be non-transitory. The memory 802 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 802 are used to store at least one instruction, which is executed by the processor 801 to implement the vehicle torque control method provided in the method embodiments of this application.

[0231] Those skilled in the art will understand that the structure shown in FIG8 does not constitute a limitation on the terminal device 800, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0232] Figure 9 is a schematic diagram of the server structure provided in an embodiment of this application. The server 900 can vary considerably due to different configurations or performance. It may include one or more processors (Central Processing Units, CPUs) 901 and one or more memories 902. The one or more memories 902 store at least one piece of program code, which is loaded and executed by the one or more processors 901 to implement the vehicle torque control method provided in the above-described method embodiments. Of course, the server 900 may also have wired or wireless network interfaces, a keyboard, and input / output interfaces for input and output. The server 900 may also include other components for implementing device functions, which will not be elaborated here.

[0233] In an exemplary embodiment, a vehicle is also provided, which includes the computer equipment described above.

[0234] In an exemplary embodiment, a computer-readable storage medium is also provided, which stores at least one computer program that is executed by a processor to enable a computer to implement any of the above-described vehicle torque control methods.

[0235] Optionally, the aforementioned computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage device, etc.

[0236] In an exemplary embodiment, a computer program or computer program product is also provided, which stores at least one computer instruction, which is loaded and executed by a processor to enable the computer to implement any of the above-described vehicle torque control methods.

[0237] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, data stored, data displayed, etc.) and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0238] It should also be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0239] The above description is an embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principles described in this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A vehicle torque control method, wherein, include: During the operation of the electric vehicle, the actual output torque value of the electric vehicle at the first moment is obtained; Calculate the difference between the actual output torque value and the limit torque value of the electric vehicle; The torque adjustment gradient value is determined based on the difference. Based on the torque adjustment gradient value, the actual output torque value of the electric vehicle at the first moment is adjusted to obtain the driving torque value of the electric vehicle at the second moment. The second moment is later than the first moment and adjacent to the first moment.

2. The method according to claim 1, wherein, Determining the torque adjustment gradient value based on the difference includes: The torque adjustment gradient value corresponding to the difference is found from the gradient value list; wherein, the gradient value list includes: the correspondence between the difference range and the gradient value; or, Determine the sign of the difference; Search the list of gradient values ​​corresponding to the sign of the difference, and determine the torque adjustment gradient value corresponding to the difference from the list of gradient values ​​corresponding to the sign of the difference.

3. The method according to claim 2, wherein, The correspondence between the difference ranges included in the gradient value list and the gradient values ​​is fixed data; or, The correspondence between the difference range and the gradient value included in the gradient value list is dynamically adjusted based on the torque control strategy during the historical driving process of the electric vehicle.

4. The method according to claim 1, wherein, The step of adjusting the actual output torque value of the electric vehicle at the first moment based on the torque adjustment gradient value to obtain the driving torque value of the electric vehicle at the second moment includes: When the wheel speed of the electric vehicle is swaying downwards, the sum of the torque adjustment gradient value and the required torque value at the first moment is determined as the driving required torque value of the electric vehicle at the second moment. When the wheel speed of the electric vehicle vibrates upward, the difference between the required torque value at the first moment and the torque adjustment gradient value is determined as the driving required torque value of the electric vehicle at the second moment.

5. The method according to claim 1, wherein, The step of adjusting the actual output torque value of the electric vehicle at the first moment based on the torque adjustment gradient value to obtain the driving torque value of the electric vehicle at the second moment includes: When the wheel speed of the electric vehicle is shuddering downwards, the sum of the torque adjustment gradient value and the actual output torque value of the electric vehicle at the first moment is determined as the driving torque value required by the electric vehicle at the second moment. When the wheel speed of the electric vehicle vibrates upward, the difference between the actual output torque value of the electric vehicle at the first moment and the torque adjustment gradient value is determined as the driving torque value required by the electric vehicle at the second moment.

6. The method according to claim 4 or 5, wherein, The wheel speed of the electric vehicle at the second moment is greater than the wheel speed of the electric vehicle at the first moment, and the wheel speed of the electric vehicle vibrates upward. The wheel speed of the electric vehicle at the second moment is less than the wheel speed of the electric vehicle at the first moment, and the wheel speed of the electric vehicle vibrates downward.

7. The method according to any one of claims 1 to 5, wherein, The step of obtaining the actual output torque value of the electric vehicle at the first moment includes: Receive the actual output torque value of the electric vehicle at the first moment, sent by the torque sensor of the electric vehicle; or, Based on the theoretical output torque and transmission efficiency of the electric vehicle at the first moment, the actual output torque of the electric vehicle at the first moment is determined.

8. The method according to claim 7, wherein, The method further includes: Obtain the engine power and engine speed of the electric vehicle at the first moment; The theoretical output torque value of the electric vehicle at the first moment is determined based on the engine power and the engine speed.

9. The method according to claim 7, wherein, The method further includes: The intake manifold pressure, engine displacement, and engine speed of the electric vehicle at the first moment are obtained. The theoretical output torque value of the electric vehicle at the first moment is determined based on the intake manifold pressure, engine displacement, and engine speed.

10. A vehicle torque control device, wherein, The device includes: The first determining module is used to obtain the actual output torque value of the electric vehicle at a first moment during the operation of the electric vehicle; The calculation module is used to calculate the difference between the actual output torque value and the limit torque value of the electric vehicle; The second determining module is used to determine the torque adjustment gradient value based on the difference; An adjustment module is used to adjust the actual output torque value of the electric vehicle based on the torque adjustment gradient value, so as to obtain the driving torque value of the electric vehicle at a second moment, the second moment being later than the first moment and adjacent to the first moment.

11. The apparatus according to claim 10, wherein, The first determining module includes: The first submodule is used to find the torque adjustment gradient value corresponding to the difference from the gradient value list; wherein, the gradient value list includes: the correspondence between the difference range and the gradient value; or, The second submodule is used to determine the sign of the difference; search the gradient value list corresponding to the sign of the difference, and determine the torque adjustment gradient value corresponding to the difference from the gradient value list corresponding to the sign of the difference.

12. The apparatus according to claim 11, wherein, The correspondence between the difference ranges included in the gradient value list and the gradient values ​​is fixed data; or, The correspondence between the difference range and the gradient value included in the gradient value list is dynamically adjusted based on the torque control strategy during the historical driving process of the electric vehicle.

13. The apparatus according to claim 10, wherein, The adjustment module includes: The third submodule is used to determine the sum of the torque adjustment gradient value and the required torque value at the first moment as the driving torque value of the electric vehicle at the second moment when the wheel speed of the electric vehicle is shaking downward. The fourth submodule is used to determine the difference between the required torque value at the first moment and the torque adjustment gradient value as the driving required torque value of the electric vehicle at the second moment when the wheel speed of the electric vehicle is shaking upward.

14. The apparatus according to claim 10, wherein, The adjustment module includes: The fifth submodule is used to determine the sum of the torque adjustment gradient value and the actual output torque value of the electric vehicle at the first moment as the driving torque value required by the electric vehicle at the second moment when the wheel speed of the electric vehicle is shaking downward. The sixth submodule is used to determine the difference between the actual output torque value of the electric vehicle at the first moment and the torque adjustment gradient value as the driving torque value of the electric vehicle at the second moment when the wheel speed of the electric vehicle is shaking upward.

15. The apparatus according to claim 13 or 14, wherein, The wheel speed of the electric vehicle at the second moment is greater than the wheel speed of the electric vehicle at the first moment, and the wheel speed of the electric vehicle vibrates upward. The wheel speed of the electric vehicle at the second moment is less than the wheel speed of the electric vehicle at the first moment, and the wheel speed of the electric vehicle vibrates downward.

16. The apparatus according to any one of claims 10 to 14, wherein, The first determining module is configured to receive the actual output torque value of the electric vehicle at the first moment, sent by the torque sensor of the electric vehicle; or, Based on the theoretical output torque and transmission efficiency of the electric vehicle at the first moment, the actual output torque of the electric vehicle at the first moment is determined.

17. The apparatus according to claim 16, wherein, The first determining module is further configured to obtain the engine power and engine speed of the electric vehicle at the first moment; The theoretical output torque value of the electric vehicle at the first moment is determined based on the engine power and the engine speed.

18. The apparatus according to claim 16, wherein, The first determining module is further configured to acquire the intake manifold pressure, engine displacement, and engine speed of the electric vehicle at the first moment; The theoretical output torque value of the electric vehicle at the first moment is determined based on the intake manifold pressure, engine displacement, and engine speed.

19. A computer device, wherein, The computer device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the vehicle torque control method as described in any one of claims 1-9.

20. A vehicle, wherein, The vehicle includes the computer equipment as described in claim 19.

21. A computer-readable storage medium having a computer program stored thereon, wherein, The program is executed by the processor to implement the vehicle torque control method as described in any one of claims 1-9.

22. A computer program product, wherein, The computer program product stores at least one computer instruction, which is loaded and executed by a processor to enable the computer to implement the vehicle torque control method as described in any one of claims 1-9.

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