Vehicle torque control method and apparatus, and device, storage medium and program product

Abstract

A vehicle torque control method and apparatus, and a device, a storage medium and a program product, which belong to the field of vehicle control. The method comprises: on the basis of traveling parameters of a vehicle, determining at least one of a driving mode or a gear of the vehicle; when at least one of the driving mode or the gear changes, determining a first wheel-end variation torque and a second wheel-end variation torque on the basis of a requested wheel-end torque, a first wheel-end torque, a second wheel-end torque and a correction coefficient, wherein the first wheel-end variation torque and the second wheel-end variation torque have opposite change trends; and on the basis of the first wheel-end variation torque, the second wheel-end variation torque and a driving scenario, determining a first torque adjustment step size and a second torque adjustment step size, using the first torque adjustment step size and the second torque adjustment step size to adjust the torque of the vehicle, and on the basis of an adjusted torque, controlling the movement of the vehicle. The method can improve the stability and safety of a vehicle during traveling.

Description

Vehicle torque control methods, devices, equipment, storage media, and program products

[0001] This application claims priority to Chinese Patent Application No. 202410690685.0, filed on May 30, 2024, entitled "Method, Apparatus, Device, Storage Medium and Program Product for Controlling Vehicle Torque", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle control, and in particular to a method, apparatus, device, storage medium, and program product for controlling vehicle torque. Background Technology

[0003] With the rapid development of the automotive industry, hybrid vehicles, as a type of vehicle that combines the advantages of traditional fuel vehicles and pure electric vehicles, have received widespread attention from the market. Among them, multi-speed four-wheel drive hybrid vehicles have become the focus of the market due to their superior power and adaptability.

[0004] In related technologies, taking multi-speed four-wheel drive hybrid vehicles as an example, driving modes frequently need to be switched during vehicle operation. During driving mode switching, the distribution of total torque at the wheels between the front and rear drive motors shifts due to the change in gear position of the front drive shaft transmission. During this torque redistribution and transfer, torque interruption or even power loss may occur, thus affecting vehicle stability and safety. Summary of the Invention

[0005] This application provides a method, apparatus, device, storage medium, and program product for controlling vehicle torque, used to improve vehicle stability and safety. The technical solution is as follows:

[0006] On one hand, embodiments of this application provide a method for controlling vehicle torque, the method comprising:

[0007] The vehicle's driving parameters determine at least one of the vehicle's driving mode or gear.

[0008] When at least one of the drive mode or gear changes, the first wheel-end change torque and the second wheel-end change torque are determined based on the requested wheel-end torque, the first wheel-end torque, the second wheel-end torque, and a correction coefficient. The change trend of the second wheel-end change torque is opposite to that of the first wheel-end change torque. The requested wheel-end torque is the wheel-end torque to which the vehicle is to be switched. The first wheel-end torque and the second wheel-end torque are the torques corresponding to different drive motors before the change of drive mode or gear. The correction coefficient is determined based on the driving scenario of the vehicle and the driving parameters.

[0009] Based on the first wheel-end change torque, the second wheel-end change torque, and the driving scenario, a first torque adjustment step size and a second torque adjustment step size are determined. The torque of the vehicle is adjusted using the first torque adjustment step size and the second torque adjustment step size, and the vehicle movement is controlled based on the adjusted torque.

[0010] On the other hand, embodiments of this application provide a vehicle torque control device, the device comprising:

[0011] The first determining module is used to determine at least one of the driving mode or gear of the vehicle based on the vehicle's driving parameters.

[0012] The second determining module is used to determine, when at least one of the driving mode or gear changes, a first wheel-end change torque and a second wheel-end change torque based on the requested wheel-end torque, a first wheel-end torque, a second wheel-end torque, and a correction coefficient. The second wheel-end change torque has a changing trend opposite to that of the first wheel-end change torque. The requested wheel-end torque is the wheel-end torque to which the vehicle is to be switched. The first wheel-end torque and the second wheel-end torque are the torques corresponding to different drive motors before the change of driving mode or gear. The correction coefficient is determined based on the driving scenario of the vehicle and the driving parameters.

[0013] The control module is used to determine a first torque adjustment step size and a second torque adjustment step size based on the first wheel-end change torque, the second wheel-end change torque, and the driving scenario, adjust the torque of the vehicle using the first torque adjustment step size and the second torque adjustment step size, and control the movement of the vehicle based on the adjusted torque.

[0014] On the other hand, embodiments of this application provide a computer device, the computer device including a processor and a memory, the memory storing at least one piece of program code, the at least one piece of program code being loaded and executed by the processor, so that the computer device implements any of the vehicle torque control methods described above.

[0015] On the other hand, a computer-readable storage medium is also provided, wherein at least one piece of program code is stored in the computer-readable storage medium, the at least one piece of program code being loaded and executed by a processor to enable a computer to implement any of the above-described vehicle torque control methods.

[0016] On the other hand, a computer program or computer program product is also provided, wherein the computer program or computer program product 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.

[0017] The technical solution provided in this application has at least the following beneficial effects:

[0018] In embodiments of this application, when the driving mode or gear changes, the first wheel-end change torque and the second wheel-end change torque are determined by requesting wheel-end torque, first wheel-end torque, second wheel-end torque, and a correction coefficient. The correction coefficient is determined using driving scenarios and driving parameters to obtain more accurate correction coefficients for the vehicle under different driving scenarios. The first wheel-end change torque and the second wheel-end change torque change trends are opposite, avoiding torque interruption during gear shifts and changes in driving mode, thus improving the stability and safety of the vehicle during driving. The vehicle's torque is adjusted using the first torque adjustment step size and the second torque adjustment step size, which improves the smoothness of the vehicle's torque change process to a certain extent. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 is a schematic diagram of an implementation environment provided in an embodiment of this application;

[0021] Figure 2 is a flowchart of a vehicle torque control method provided in an embodiment of this application;

[0022] Figure 3 is a schematic diagram of a vehicle torque control process provided in an embodiment of this application;

[0023] Figure 4 is a schematic diagram of a vehicle provided in an embodiment of this application;

[0024] Figure 5 is a schematic diagram of a vehicle torque control device provided in an embodiment of this application;

[0025] Figure 6 is a schematic diagram of the structure of a terminal device provided in an embodiment of this application;

[0026] Figure 7 is a schematic diagram of the structure of a server provided in an embodiment of this application. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0028] It should be noted that the terms "first," "second," etc., used in this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0029] Figure 1 is a schematic diagram of an implementation environment provided in an embodiment of this application. As shown in Figure 1, the implementation environment includes a vehicle 101 and a vehicle control system 102. The vehicle control system 102 is used to control the vehicle 101 to perform corresponding operations. The vehicle control system 102 can be located inside the vehicle 101, for example, the vehicle control system 102 is an in-vehicle terminal; the vehicle control system 102 can also be located outside the vehicle 101, for example, the vehicle control system 102 is a cloud control system.

[0030] The vehicle control system 102 can be a single server, or it can be a server cluster consisting of multiple servers that perform different functions, or it can be a cloud computing center.

[0031] Vehicle 101 is a multi-speed four-wheel drive hybrid vehicle. Vehicle 101 has a front drive motor and a rear drive motor, wherein at least one of the front and rear drive motors controls the movement of the vehicle. The front drive motor, located at the front of the vehicle, is primarily responsible for providing power to the front wheels and propelling the vehicle forward. The rear drive motor, located at the rear of the vehicle, is primarily responsible for providing power to the rear wheels and propelling the vehicle forward. For example, the front and rear drive motors can control the movement of the vehicle simultaneously.

[0032] The vehicle 101 may also have communication functions. The vehicle 101 is equipped with a communication module that supports wireless communication technology or wired communication technology. The vehicle 101 interacts with the vehicle control system 102 through the communication module.

[0033] Based on the implementation environment shown in Figure 1, this application provides a method for controlling vehicle torque. As shown in Figure 2, taking the application of this method to a vehicle control system as an example, the method may include steps 201 to 203.

[0034] In step 201, at least one of the vehicle's driving mode or gear is determined based on the vehicle's driving parameters.

[0035] In an exemplary embodiment of this application, taking a multi-speed four-wheel drive hybrid vehicle as an example, the front drive motor and the rear drive motor of the vehicle simultaneously drive the vehicle. The vehicle's driving parameters are parameters related to the vehicle's driving state, including but not limited to vehicle speed, accelerator pedal position, engine operating status, state of charge (SOC) of the power battery, drive mode, gear, and driving mode. At least one of the drive mode or gear is determined by combining the vehicle's driving parameters. Furthermore, the vehicle's driving parameters can also be used to determine the first wheel-end torque and the second wheel-end torque. The wheel-end torque is the torque experienced by the wheels during vehicle movement; the first wheel-end torque is the wheel-end torque corresponding to the current front drive motor of the vehicle, and the second wheel-end torque is the wheel-end torque corresponding to the current rear drive motor of the vehicle.

[0036] In one embodiment of this application, the first wheel-end torque and the second wheel-end torque can be determined based on parameters such as vehicle speed, accelerator pedal position, engine speed, and gear. This can be obtained through a specific calculation method or by consulting a wheel-end torque table. The calculation method for the first and second wheel-end torques may differ for different vehicles. The wheel-end torque table can be obtained through pre-delivery experimental testing or computational simulation. For example, the wheel-end torque table includes the first and second wheel-end torques corresponding to different vehicle speeds, accelerator pedal positions, engine speeds, and gears. During vehicle operation, the first and second wheel-end torques corresponding to the current vehicle parameters are obtained by consulting the table using real-time acquired vehicle parameters.

[0037] In step 202, when at least one of the drive mode or gear changes, the first wheel-end change torque and the second wheel-end change torque are determined based on the requested wheel-end torque, the first wheel-end torque, the second wheel-end torque, and the correction coefficient. The change trend of the second wheel-end change torque is opposite to that of the first wheel-end change torque. The requested wheel-end torque is the wheel-end torque to which the vehicle is to be switched. The first wheel-end torque and the second wheel-end torque are the torques corresponding to different drive motors before the change of drive mode or gear. The correction coefficient is determined based on the vehicle's driving scenario and driving parameters.

[0038] For example, a change in drive mode or gear can cause a change in the torque from the drive motor to the wheel ends. The requested wheel-end torque is the torque desired to be applied to the wheels, obtained based on the driver's driving intention. The driver's driving intention includes, but is not limited to, acceleration, deceleration, cruising, and turning; situations causing a gear change include, but are not limited to: the vehicle speed exceeding a speed threshold range, or the change in the gradient of the road surface being driven by the vehicle being greater than or equal to a gradient change threshold.

[0039] The driver's intention is determined by changes in vehicle driving parameters. For example, changes in accelerator pedal position and gear shift reflect the driver's intention to accelerate, changes in brake pedal position and gear shift reflect the driver's intention to decelerate, and changes in steering wheel angle reflect the driver's intention to turn. After determining the driver's intention, a reference torque is obtained by multiplying vehicle speed, accelerator opening, and gear position. This reference torque is then adjusted based on the driver's intention to obtain the requested wheel-end torque.

[0040] Different driver intentions may require different types of adjustment parameters. After the driver's intention is determined, the magnitude of the adjustment parameter corresponding to that intention is further determined based on the driving parameters. For example, when the rate of change of pedal position exceeds a threshold, the torque adjustment parameter is determined based on the amount by which the rate of change exceeds the threshold; the greater the amount by which the rate of change of pedal position exceeds the threshold, the larger the torque adjustment parameter. The product of the reference torque and the torque adjustment parameter is calculated to obtain the requested wheel-end torque.

[0041] Changes in the drive mode include, but are not limited to, at least one of the following: changing the vehicle's drive mode from a single drive motor to two drive motors, changing the vehicle's drive mode from two drive motors to a single drive motor, or a failure of any drive motor. For example, two drive motors may drive the front or rear wheels of the vehicle respectively, with each drive motor group containing at least one drive motor. An example of each drive motor group containing one drive motor will be provided below.

[0042] For example, if the current drive mode is a single-motor drive mode, and at least one of the following is detected: the requested wheel-end torque exceeds the torque threshold range, the vehicle's battery state of charge exceeds the charge threshold range, the vehicle's engine operating state changes, or the change in the gradient of the road surface is greater than or equal to the gradient change threshold, the vehicle's drive mode will be changed from single-motor drive to dual-motor drive. Alternatively, if the current drive mode is a dual-motor drive mode, and a fault is detected in one of the vehicle's drive motors, the vehicle's drive mode will be changed to single-motor drive.

[0043] Changes in gear or drive mode can alter wheel-end torque. In other words, the requested wheel-end torque must differ from the sum of the first and second wheel-end torques. For example, the torque adjustment mechanism can be triggered if any of the following conditions are met: vehicle speed is below the minimum or maximum speed threshold; requested wheel-end torque is below the minimum or maximum torque threshold; the vehicle's battery SOC is below the minimum or maximum charge threshold; or the gradient of the road surface (uphill or downhill) changes significantly. For instance, on a steep uphill slope, the vehicle switches from being driven by a single drive motor to being driven by two drive motors to improve power performance and climbing ability.

[0044] When the torque adjustment mechanism is triggered by a change in drive mode, i.e. when switching from driving the vehicle with a single drive motor to driving the vehicle with two drive motors, or switching from driving the vehicle with two drive motors to driving the vehicle with a single drive motor, torque is transmitted to the wheels through a single transmission path or dual transmission paths, thereby independently or collaboratively controlling the torque of the wheels.

[0045] In an exemplary embodiment of this application, when the driver controls the vehicle to change the driving mode or gear, it is necessary to adjust the torque from the front drive motor to the wheels and the torque from the rear drive motor to the wheels. The target gear or target driving mode is determined based on the vehicle's driving parameters, where the wheel-end torque corresponding to the target gear or target driving mode is the requested wheel-end torque. The target gear is the gear the driver is about to switch to, and the target driving mode is the driving mode the driver is about to switch to. For example, the target gear is determined based on parameters such as the position of the accelerator pedal and the vehicle speed. If the accelerator pedal is pressed further, the target gear may be lower than the current gear; if the vehicle speed increases, the target gear may be higher than the current gear.

[0046] When the vehicle's driving parameters meet the conditions for gear shifting or driving mode change, the Hybrid Control Unit (HCU) sends the target gear or target driving mode to the Transmission Control Unit (TCU), and the TCU begins to intervene with shift torque. Alternatively, if the TCU detects that the target gear or the target driving mode is inconsistent with the actual gear or the actual driving mode, the TCU begins to intervene with torque.

[0047] It should be noted that this application uses the example of gear changes or drive mode changes triggering wheel-end torque intervention for illustration. Other wheel-end torque intervention scenarios can also be set based on the actual situation of the vehicle, and this application does not limit this.

[0048] Before the TCU initiates torque intervention, the first wheel-end change torque and the second wheel-end change torque can be determined based on the requested wheel-end torque, the first wheel-end torque, the second wheel-end torque, and the first torque change threshold. This process may include steps 2021 and 2022.

[0049] In step 2021, the third wheel-end change torque and the fourth wheel-end change torque are determined based on the requested wheel-end torque, the first wheel-end torque, the second wheel-end torque, and the first torque change threshold.

[0050] For example, the total amount of wheel-end variable torque is determined based on the requested wheel-end torque, the first wheel-end torque, and the second wheel-end torque, wherein the total amount of wheel-end variable torque is equal to the requested wheel-end torque minus the first wheel-end torque and the second wheel-end torque. The total amount of wheel-end variable torque is achieved jointly by the vehicle's front drive motor and rear drive motor. A first torque change threshold is less than or equal to the maximum value of the torque change corresponding to the front drive motor and the rear drive motor, and the first torque change threshold is less than or equal to the torque from the front drive motor to the wheel end or the torque from the rear drive motor to the wheel end.

[0051] The third wheel-end torque (the change in torque from the front drive motor to the wheel end) and the fourth wheel-end torque (the change in torque from the rear drive motor to the wheel end) are determined by the total amount of wheel-end torque variation and the first torque variation threshold. The third and fourth wheel-end torques are the initial values ​​of the wheel-end torque variation. The sum of the third and fourth wheel-end torques is the total wheel-end torque variation. The sum of the torque from the front drive motor to the wheel end and the third wheel-end torque variation is less than the maximum value of the torque corresponding to the front drive motor, and the sum of the torque from the rear drive motor to the wheel end and the fourth wheel-end torque variation is less than the maximum value of the torque corresponding to the rear drive motor.

[0052] The embodiments of this application, by initially limiting the amount of wheel-end torque variation, to a certain extent avoid safety hazards such as wheel slippage or vehicle loss of control caused by excessive wheel-end torque variation, thereby improving the safety of the vehicle during driving.

[0053] In an exemplary embodiment of this application, before correcting the torque at the third wheel end and the torque at the fourth wheel end, a first correction factor and a second correction factor can be determined based on the vehicle's driving scenario and driving parameters, and a correction coefficient can be determined using the first correction factor and the second correction factor.

[0054] In one embodiment of this application, the driving scenario of the vehicle includes the road surface environment, and different driving scenarios correspond to different road surface environments. For example, driving scenarios include, but are not limited to, driving in rainy weather, driving in snowy weather, driving on dry roads, and driving on muddy roads. Different driving scenarios have different degrees of influence on the change in wheel-end torque; therefore, different driving scenarios correspond to different first correction factors. The first correction factor is obtained based on the vehicle's corresponding test experimental data or simulation analysis.

[0055] For example, on slippery roads, to increase vehicle stability and handling, it is necessary to increase the torque distribution to the rear drive motor. Therefore, the corresponding first correction factor can be determined based on the driving scenario.

[0056] In another embodiment of this application, the driving parameters include, but are not limited to, driving mode (such as economy mode, sport mode, snow mode, etc.), vehicle speed, steering angle, acceleration, battery charge and temperature. The driving parameters are used to determine the state of the vehicle. Different vehicle states correspond to different second correction factors, wherein the second correction factors are obtained based on the test experimental data or simulation analysis of the vehicle.

[0057] For example, by using driving parameters such as vehicle speed and acceleration to determine that the vehicle is shifting from a low gear to a high gear, in order to improve the vehicle's acceleration performance more quickly, the wheel-end torque corresponding to the front drive motor is increased, giving the front wheels greater traction and propelling the vehicle forward faster. At this time, to maintain vehicle stability, the wheel-end torque corresponding to the rear drive motor needs to be reduced. The corresponding second correction factor is determined based on the driving parameters.

[0058] The first correction factor and the second correction factor have different degrees of influence on the wheel end torque variation. Therefore, by assigning different weights to the first correction factor and the second correction factor, the corresponding correction sub-coefficient is obtained by multiplying the correction factor with its corresponding weight, and the final correction coefficient is obtained by summing the correction sub-coefficients.

[0059] It should be noted that the method for determining the correction coefficient in this application is an illustrative example. The corresponding correction coefficient can also be determined based on the actual situation of the vehicle, and this application does not impose any restrictions on this.

[0060] In step 2022, the torque variation at the third wheel end and the torque variation at the fourth wheel end are corrected based on the correction coefficient to obtain the torque variation at the first wheel end and the torque variation at the second wheel end.

[0061] For example, the correction factor includes two coefficients, which respectively correct for the changes in torque from the front drive motor to the wheel end and the changes in torque from the rear drive motor to the wheel end. After obtaining the correction factor, the correction factor is used to correct the changes in torque at the third and fourth wheel ends. For example, the changes in torque at the third and fourth wheel ends are multiplied by their corresponding correction factors to obtain the changes in torque at the first and second wheel ends.

[0062] Optionally, after correcting the third and fourth wheel-end torque variations using correction factors, the corrected wheel-end torques of the front drive motor and the rear drive motor can also be considered. For example, after correcting the third and fourth wheel-end torque variations using correction factors, a first and second reserve wheel-end torque are obtained. The first reserve wheel-end torque is the sum of the torque from the vehicle's front drive motor to the wheel end and the corrected third wheel-end torque variation, and the second reserve wheel-end torque is the sum of the torque from the vehicle's rear drive motor to the wheel end and the corrected fourth wheel-end torque variation. The third and fourth wheel-end torque variations consist of a sign and a value, with signs including "+" and "-". "+" indicates an increasing trend in wheel-end torque variation, and "-" indicates a decreasing trend. The value of the increased or decreased wheel-end torque is a value from the third and fourth wheel-end torque variations. When the difference between the first and second pre-set wheel end torques is greater than or equal to a set torque threshold, the correction coefficient is further adjusted so that the difference between the first and second pre-set wheel end torques is less than the set torque threshold.

[0063] By limiting the difference between the torque at the first and second pre-emptive wheel ends, the difference between the torque at the front and rear wheels of the vehicle is reduced, thereby improving the balance and stability of the vehicle during driving.

[0064] If the difference between the first and second pre-set wheel end torques is less than a set torque threshold, the correction coefficient is directly used to correct at least one of the third and fourth wheel end variable torques to obtain the first and second wheel end variable torques.

[0065] The exemplary embodiments of this application correct the variable torque at the third wheel end and the variable torque at the fourth wheel end by means of correction coefficients to obtain the variable torque at the first wheel end and the variable torque at the second wheel end, thereby improving the accuracy of the variable torque at the first wheel end and the variable torque at the second wheel end, thereby improving the stability and safety of the vehicle in different driving scenarios and effectively improving the driving experience.

[0066] For example, in the process of determining the first wheel end change torque and the second wheel end change torque, the change trend of the second wheel end change torque is opposite to that of the first wheel end change torque, and the change amount of the sum of the second wheel end change torque and the first wheel end change torque is less than or equal to the second torque change threshold.

[0067] For example, during gear shifting or a change in drive mode, when the wheel-end torque of the front drive motor increases, the wheel-end torque of the rear drive motor decreases; or, when the wheel-end torque of the front drive motor decreases, the wheel-end torque of the rear drive motor increases. The change in wheel-end torque of the front drive motor is the first wheel-end torque change, and the change in wheel-end torque of the rear drive motor is the second wheel-end torque change. The torque from the rear drive motor to the wheel ends is equal to the difference between the requested total wheel-end torque and the torque from the front drive motor to the wheel ends. During the dynamic change of control torque, the change in the sum of the second wheel-end torque change and the first wheel-end torque change is less than or equal to a second torque change threshold, i.e., the change in the requested total wheel-end torque is less than or equal to the second torque change threshold. The second torque change threshold is set based on the actual vehicle conditions. For example, the sum of the second wheel-end torque change and the first wheel-end torque change may remain constant or change very little.

[0068] In the embodiments of this application, during the wheel-end torque change process, the changing trend of the second wheel-end torque is opposite to that of the first wheel-end torque, but the sum of the two remains unchanged or changes very little. When the power of the front drive motor is interrupted, the wheel-end torque of the rear drive motor compensates for the loss of power during vehicle operation, thereby improving the stability and safety of the vehicle during driving.

[0069] In step 203, a first torque adjustment step size and a second torque adjustment step size are determined based on the first wheel end change torque, the second wheel end change torque, and the driving scenario. The torque of the vehicle is adjusted using the first torque adjustment step size and the second torque adjustment step size, and the vehicle movement is controlled based on the adjusted torque.

[0070] In an exemplary embodiment of this application, after determining the first wheel-end change torque and the second wheel-end change torque, a first reference torque step size and a second reference torque step size can be determined based on the first wheel-end change torque, the second wheel-end change torque, and vehicle parameters. The first reference torque step size is positively correlated with the first wheel-end change torque, and the second reference torque step size is positively correlated with the second wheel-end change torque. That is, the larger the change in wheel-end torque, the larger the corresponding reference torque step size; the smaller the change in wheel-end torque, the smaller the corresponding reference torque step size.

[0071] The total response time of the first and second wheel-end torque changes is determined by the vehicle's technical parameters. The total response time of the wheel-end torque changes is the total time required from the driver's input (such as pressing the accelerator pedal) to the actual torque change produced by the vehicle.

[0072] The response period is determined based on the total response time of the wheel-end torque variation, which includes multiple response periods. The number of response periods can be set based on the actual vehicle conditions. The first and second reference torque steps are determined using the ratios of the first and second wheel-end torque variations to the response period. For example, if the total response time is 200ms and the response period is 10ms, then the number of response periods is determined to be 20, and the ratio of the first and second wheel-end torque variations to 20 is used as the first and second reference torque steps.

[0073] For example, when the driving scenario changes, the first reference torque step size and the second reference torque step size can also be adjusted using the driving scenario to obtain the first torque adjustment step size and the second torque adjustment step size.

[0074] In determining the number of response cycles, the first and second reference torque steps can be further adjusted based on parameters corresponding to the vehicle's driving scenario. By conducting road tests and data analysis under different driving conditions, torque response curves under different speeds, loads, and road conditions are obtained. The torque response curves are used to determine the auxiliary adjustment steps for the first and second reference torque steps, resulting in the first and second torque adjustment steps.

[0075] For example, if the vehicle is traveling on a poor road condition, requiring frequent torque adjustments, reducing the first and second reference torque steps (i.e., increasing the number of response cycles) improves vehicle stability. Conversely, if the vehicle is traveling on a good road condition, increasing the first and second reference torque steps (i.e., reducing the number of response cycles) improves driving smoothness and comfort.

[0076] The embodiments of this application, by dynamically adjusting the first torque step size and the second torque adjustment step size, not only enable the vehicle to respond quickly to torque adjustments, but also enable the vehicle to adapt to different road conditions and different driving modes, thereby improving the vehicle's stability and safety.

[0077] In an exemplary embodiment of this application, before adjusting the vehicle torque based on the first wheel-end change torque and the second wheel-end change torque, the drive torque corresponding to the drive motor can also be determined. The process of determining the drive torque corresponding to the drive motor includes: determining the first drive torque and the second drive torque based on the first wheel-end change torque, the second wheel-end change torque, the first wheel-end torque, the second wheel-end torque, and the total speed ratio from the drive motor to the wheel end, wherein the first drive torque is the torque corresponding to the first drive motor, and the second drive torque is the torque corresponding to the second drive motor; sequentially increasing or decreasing the first drive torque by a first number of first torque adjustment steps, and sequentially decreasing or increasing the second drive torque by a second number of second torque adjustment steps.

[0078] Taking the first wheel-end torque variation as the torque variation from the front drive motor to the wheel end, and the second wheel-end torque variation as the torque variation from the rear drive motor to the wheel end as an example, the overall speed ratio from the drive motor to the wheel end represents a parameter indicating the proportional relationship between the drive motor speed and the wheel speed. The overall speed ratio from the drive motor to the wheel end reflects the process by which the motor's output speed is transmitted to the wheels through the transmission system, affecting the final wheel speed. For example, based on the vehicle's driving parameters, including motor parameters, transmission parameters, and differential parameters, the overall speed ratio from the drive motor to the wheel end can be obtained by consulting a table.

[0079] The requested torque of the drive motor is determined using the torque from the drive motor to the wheel end and the overall speed ratio. The calculation of the requested torque of the second drive motor is used as an example. The overall speed ratio from the drive motor to the wheel end includes the second overall speed ratio R2, the first wheel end torque k1, and the second drive torque T2, which satisfies: T2 = (k - k1) / R2, where k is the requested wheel end torque.

[0080] For example, the first drive motor is a front drive motor, the second drive motor is a rear drive motor, and the second drive torque T2 is the requested torque of the rear drive motor, that is, the requested torque of the rear drive motor = (requested total wheel-end torque - torque from the front drive motor to the wheel-end) / total speed ratio from the rear drive motor to the wheel-end. Wherein, the torque from the front drive motor to the wheel-end = actual torque of the front drive motor * gearbox speed ratio * front drive motor final reduction ratio.

[0081] After determining the first driving torque and the second driving torque, the vehicle torque variation can be controlled using the first torque adjustment step size and the second torque adjustment step size. For example, a first number of first torque adjustment steps are sequentially increased or decreased on the first driving torque, and a second number of second torque adjustment steps are sequentially decreased or increased on the second driving torque. The first and second numbers can be the same or different. For instance, if the first number is 15 and the second number is 20, and the first driving torque needs to be increased while the second driving torque needs to be decreased, the first torque adjustment step size is sequentially increased by one step until the number of increases reaches 15. Similarly, the second torque adjustment step size is sequentially decreased by one step until the number of decreases reaches 20.

[0082] In embodiments of this application, when the driving mode or gear changes, the first wheel-end change torque and the second wheel-end change torque are determined by requesting wheel-end torque, first wheel-end torque, second wheel-end torque, and a correction coefficient. The correction coefficient is determined using driving scenarios and driving parameters to obtain more accurate correction coefficients for the vehicle under different driving scenarios. The first wheel-end change torque and the second wheel-end change torque change trends are opposite, avoiding torque interruption during gear shifts and changes in driving mode, thus improving the stability and safety of the vehicle during driving. The vehicle's torque is adjusted using the first torque adjustment step size and the second torque adjustment step size, which improves the smoothness of the vehicle's torque change process to a certain extent.

[0083] To better illustrate the vehicle torque control method, the process of controlling the change in vehicle torque when the vehicle speed decreases is used as an example. Figure 3 is a schematic diagram of a vehicle torque control process provided in an embodiment of this application. As shown in Figure 3, during vehicle operation, the vehicle speed decreases. When the vehicle speed decreases to a speed threshold, a change in drive mode and gear is triggered. For example, at time t1, a change in drive mode is triggered, that is, the drive mode signal is detected to jump from low level to high level; at time t1, a change in drive motor gear can also be triggered, that is, the drive motor gear can change from a high gear to a low gear.

[0084] Let's take the gear shifting process as an example. When the ShiftinProgress signal is low, the vehicle moves in the current gear. When the ShiftinProgress signal is high, it indicates that the vehicle is in a gear shifting state. That is, during the time period t1 to t2, the vehicle shifts from one gear to another, and at time t2, the vehicle completes the gear shift.

[0085] During gear shifting, the HCU sends the requested gear change status to the TCU, which then controls the vehicle's torque. The HCU generates front motor torque request signals and rear motor torque request signals based on these signals and sends them to the TCU. The TCU then controls the torque of the front and rear drive motors accordingly. The torque changes of the front and rear drive motors are opposite; for example, during a shift, the torque of the front drive motor increases while the torque of the rear drive motor decreases. At the end of the shift, the HCU requests a change in the synchronizer's state; for example, a sudden change in the synchronizer's state indicates that the shift is complete.

[0086] Figure 4 is a schematic diagram of a vehicle provided in an embodiment of this application. As shown in Figure 4, the vehicle includes an engine 401, a clutch 402, an integrated starter and generator (ISG) 403, a three-speed hybrid drive transmission (3DHT) 404, a front drive motor (TMF) 405, a differential 406, front wheels 407, a rear drive motor (TMR) 408, and rear wheels 409.

[0087] The following explanation uses the control of vehicle torque changes during a drive mode change as an example. During drive mode changes, engine 401 is disconnected from the transmission system via clutch 402, and front drive motor 405 is disconnected from the front wheels 407. ISG 403 controls the engine speed of engine 401 to prepare for the drive mode change process; that is, at this time, front drive motor 405 is not engaged. 3DHT 404 selects the corresponding drive mode based on the vehicle's driving parameters.

[0088] Taking the example of selecting a driving mode where both the front drive motor 405 and the rear drive motor 408 drive the vehicle based on the vehicle's driving parameters, the vehicle control system sends control signals to both the front drive motor 405 and the rear drive motor 408 to adjust the torque output of the motors. For example, by adjusting the amount of torque change (increase or decrease) of the front drive motor 405 and the rear drive motor 408, the torque output of the motors is adjusted, thus assisting in completing the change of driving mode.

[0089] After the drive mode is changed, clutch 402 re-engages, and the power from engine 401 is transmitted through 3DHT 404 and differential 406, ultimately acting on the front wheels 407 and rear wheels 409, propelling the vehicle to continue driving with the changed drive mode and torque. The entire drive mode change process, through the coordinated work of various components, achieves a smooth adjustment of vehicle torque, ensuring driving comfort and safety.

[0090] It should be noted that the process of controlling the increase or decrease of torque by the front drive motor and the rear drive motor has been explained in detail in steps 201 to 203, and will not be repeated here.

[0091] This application also provides a vehicle torque control device. Figure 5 is a schematic diagram of a vehicle torque control device provided in an embodiment of this application. As shown in Figure 5, the device includes:

[0092] The first determining module 501 is used to determine at least one of the vehicle's driving mode or gear based on the vehicle's driving parameters.

[0093] The second determining module 502 is used to determine the first wheel end change torque and the second wheel end change torque based on the requested wheel end torque, the first wheel end torque, the second wheel end torque, and a correction coefficient when at least one of the drive mode or gear changes. The change trend of the second wheel end change torque is opposite to that of the first wheel end change torque. The requested wheel end torque is the wheel end torque to which the vehicle is to be switched. The first wheel end torque and the second wheel end torque are the torques corresponding to different drive motors before the change of drive mode or gear. The correction coefficient is determined based on the vehicle's driving scenario and driving parameters.

[0094] The control module 503 is used to determine a first torque adjustment step size and a second torque adjustment step size based on the first wheel end change torque, the second wheel end change torque and the driving scenario, adjust the vehicle torque using the first torque adjustment step size and the second torque adjustment step size, and control the vehicle movement based on the adjusted torque.

[0095] In one possible implementation, the second determining module 502 is further configured to determine a first correction factor and a second correction factor based on the vehicle's driving scenario and driving parameters, and to determine a correction coefficient using the first correction factor and the second correction factor.

[0096] The second determining module 502 is used to determine the third wheel end change torque and the fourth wheel end change torque based on the requested wheel end torque, the first wheel end torque, the second wheel end torque and the first torque change threshold;

[0097] The torque variation at the third and fourth wheel ends is corrected based on the correction coefficient to obtain the torque variation at the first and second wheel ends.

[0098] In one possible implementation, the control module 503 is used to determine a first reference torque step size and a second reference torque step size based on the first wheel-end change torque, the second wheel-end change torque, and the vehicle's technical parameters, wherein the first reference torque step size is positively correlated with the first wheel-end change torque, and the second reference torque step size is positively correlated with the second wheel-end change torque; when the driving scenario changes, the first reference torque step size and the second reference torque step size are adjusted using the driving scenario to obtain a first torque adjustment step size and a second torque adjustment step size.

[0099] In one possible implementation, the change in the sum of the torque variation at the second wheel end and the torque variation at the first wheel end is less than or equal to a second torque variation threshold.

[0100] In one possible implementation, the control module 503 is further configured to determine the first driving torque and the second driving torque based on the first wheel end change torque, the second wheel end change torque, the first wheel end torque, the second wheel end torque and the total speed ratio from the drive motor to the wheel end, wherein the first driving torque is the torque corresponding to the first drive motor and the second driving torque is the torque corresponding to the second drive motor.

[0101] The control module 503 is used to sequentially increase or decrease a first number of first torque adjustment steps on the first driving torque of the vehicle, and to sequentially decrease or increase a second number of second torque adjustment steps on the second driving torque of the vehicle.

[0102] In one possible implementation, the change in drive mode includes at least one of the following: the vehicle's drive mode changes from a single drive motor to a two-drive motor, the vehicle's drive mode changes from a two-drive motor to a single drive motor, or any drive motor fails.

[0103] In one possible implementation, the second control module 502 is further configured to determine the driver's intention and a reference torque using driving parameters; and to adjust the reference torque based on the driver's intention to obtain the requested wheel-end torque.

[0104] The vehicle torque control device of this application, when the driving mode or gear changes, determines the first wheel-end change torque and the second wheel-end change torque by requesting wheel-end torque, first wheel-end torque, second wheel-end torque, and correction coefficient. It then determines the correction coefficient using driving scenarios and driving parameters to obtain more accurate correction coefficients for different driving scenarios. The first wheel-end change torque and the second wheel-end change torque exhibit opposite trends, avoiding torque interruption during gear shifts and driving mode changes, thus improving vehicle stability and safety. Furthermore, by adjusting the vehicle's torque using the first and second torque adjustment step sizes, it improves the smoothness of torque changes to a certain extent.

[0105] 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.

[0106] Figure 6 is a schematic diagram of the structure of a terminal device 2100 provided in an embodiment of this application. The terminal device 2100 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.

[0107] Typically, terminal device 2100 includes a processor 2101 and a memory 2102.

[0108] Processor 2101 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 2101 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 2101 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 2101 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 2101 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0109] The memory 2102 may include one or more computer-readable storage media, which may be non-transitory. The memory 2102 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 2102 is used to store at least one instruction, which is executed by the processor 2101 to implement the vehicle torque control method provided in the method embodiments of this application.

[0110] In some embodiments, the terminal device 2100 may also optionally include a peripheral device interface 2103 and at least one peripheral device. The processor 2101, memory 2102, and peripheral device interface 2103 can be connected via a bus or signal line. Each peripheral device can be connected to the peripheral device interface 2103 via a bus, signal line, or circuit board. Specifically, the peripheral device includes at least one of the following: radio frequency circuitry 2104, display screen 2105, camera assembly 2106, audio circuitry 2107, and power supply 2108.

[0111] Peripheral device interface 2103 can be used to connect at least one I / O (Input / Output) related peripheral device to processor 2101 and memory 2102. In some embodiments, processor 2101, memory 2102 and peripheral device interface 2103 are integrated on the same chip or circuit board; in some other embodiments, any one or two of processor 2101, memory 2102 and peripheral device interface 2103 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0112] The radio frequency (RF) circuit 2104 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 2104 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 2104 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals back into electrical signals. Optionally, the RF circuit 2104 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The RF circuit 2104 can communicate with other terminal devices through at least one wireless communication protocol. This wireless communication protocol includes, but is not limited to: the World Wide Web, metropolitan area networks, intranets, various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks, and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 2104 may also include circuitry related to NFC (Near Field Communication), which is not limited in this application.

[0113] Display screen 2105 is used to display a UI (User Interface). This UI may include graphics, text, icons, videos, and any combination thereof. When display screen 2105 is a touch display screen, it also has the ability to collect touch signals on or above its surface. These touch signals can be input as control signals to processor 2101 for processing. In this case, display screen 2105 can also be used to provide virtual buttons and / or a virtual keyboard, also known as soft buttons and / or a soft keyboard. In some embodiments, there may be one display screen 2105, disposed on the front panel of terminal device 2100; in other embodiments, there may be at least two display screens, disposed on different surfaces of terminal device 2100 or in a folded design; in still other embodiments, display screen 2105 may be a flexible display screen, disposed on a curved or folded surface of terminal device 2100. Furthermore, display screen 2105 may be configured as a non-rectangular, irregular shape, i.e., a non-rectangular screen. The display screen 2105 can be made of materials such as LCD (Liquid Crystal Display) and OLED (Organic Light-Emitting Diode).

[0114] The camera assembly 2106 is used to acquire images or videos. Optionally, the camera assembly 2106 includes a front-facing camera and a rear-facing camera. Typically, the front-facing camera is located on the front panel of the terminal device 2100, and the rear-facing camera is located on the back of the terminal device 2100. In some embodiments, there are at least two rear-facing cameras, which are any one of a main camera, a depth-sensing camera, a wide-angle camera, and a telephoto camera, to achieve background blurring by fusion of the main camera and the depth-sensing camera, panoramic shooting by fusion of the main camera and the wide-angle camera, VR (Virtual Reality) shooting, or other fusion shooting functions. In some embodiments, the camera assembly 2106 may also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm light flash and a cool light flash, which can be used for light compensation at different color temperatures.

[0115] The audio circuit 2107 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, converting the sound waves into electrical signals that are input to the processor 2101 for processing, or input to the radio frequency circuit 2104 for voice communication. For stereo sound acquisition or noise reduction purposes, multiple microphones may be used, each located at a different part of the terminal device 2100. The microphone may also be an array microphone or an omnidirectional microphone. The speaker is used to convert electrical signals from the processor 2101 or the radio frequency circuit 2104 into sound waves. The speaker may be a conventional diaphragm speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can convert electrical signals not only into audible sound waves but also into inaudible sound waves for purposes such as distance measurement. In some embodiments, the audio circuit 2107 may also include a headphone jack.

[0116] Power supply 2108 is used to supply power to the various components in terminal device 2100. Power supply 2108 can be AC ​​power, DC power, a disposable battery, or a rechargeable battery. When power supply 2108 includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery that is charged via a wired line, and a wireless rechargeable battery is a battery that is charged via a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0117] In some embodiments, the terminal device 2100 further includes one or more sensors 2110. The one or more sensors 2110 include, but are not limited to: an acceleration sensor 2111, a gyroscope sensor 2112, a pressure sensor 2113, an optical sensor 2114, and a proximity sensor 2115.

[0118] Accelerometer 2111 can detect the magnitude of acceleration along the three coordinate axes of a coordinate system established by terminal device 2100. For example, accelerometer 2111 can be used to detect the components of gravitational acceleration along the three coordinate axes. Processor 2101 can control display screen 2105 to display the user interface in either a landscape or portrait view based on the gravitational acceleration signal acquired by accelerometer 2111. Accelerometer 2111 can also be used for games or for acquiring user motion data.

[0119] The gyroscope sensor 2112 can detect the orientation and rotation angle of the terminal device 2100. The gyroscope sensor 2112 can work in conjunction with the accelerometer sensor 2111 to collect the user's 3D movements on the terminal device 2100. Based on the data collected by the gyroscope sensor 2112, the processor 2101 can perform the following functions: motion sensing (e.g., changing the UI based on the user's tilt), image stabilization during shooting, game control, and inertial navigation.

[0120] The pressure sensor 2113 can be disposed on the side bezel of the terminal device 2100 and / or on the lower layer of the display screen 2105. When the pressure sensor 2113 is disposed on the side bezel of the terminal device 2100, it can detect the user's grip signal on the terminal device 2100, and the processor 2101 can perform left / right hand recognition or quick operation based on the grip signal collected by the pressure sensor 2113. When the pressure sensor 2113 is disposed on the lower layer of the display screen 2105, the processor 2101 can control the operable controls on the UI interface based on the user's pressure operation on the display screen 2105. The operable controls include at least one of button controls, scroll bar controls, icon controls, and menu controls.

[0121] Optical sensor 2114 is used to collect ambient light intensity. In one embodiment, processor 2101 can control the display brightness of display screen 2105 based on the ambient light intensity collected by optical sensor 2114. Specifically, when the ambient light intensity is high, the display brightness of display screen 2105 is increased; when the ambient light intensity is low, the display brightness of display screen 2105 is decreased. In another embodiment, processor 2101 can also dynamically adjust the shooting parameters of camera assembly 2106 based on the ambient light intensity collected by optical sensor 2114.

[0122] The proximity sensor 2115, also known as a distance sensor, is typically installed on the front panel of the terminal device 2100. The proximity sensor 2115 is used to detect the distance between the user and the front of the terminal device 2100. In one embodiment, when the proximity sensor 2115 detects that the distance between the user and the front of the terminal device 2100 is gradually decreasing, the processor 2101 controls the display screen 2105 to switch from a screen-on state to a screen-off state; when the proximity sensor 2115 detects that the distance between the user and the front of the terminal device 2100 is gradually increasing, the processor 2101 controls the display screen 2105 to switch from a screen-off state to a screen-on state.

[0123] Those skilled in the art will understand that the structure shown in FIG6 does not constitute a limitation on the terminal device 2100, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0124] Figure 7 is a schematic diagram of a server structure provided in an embodiment of this application. The server 2200 can vary significantly due to different configurations or performance. It may include one or more processors 2201 and one or more memories 2202. Each memory 2202 stores at least one line of program code, which is loaded and executed by the processors 2201 to implement the vehicle torque control method provided in the above-described method embodiments. Of course, the server 2200 may also have wired or wireless network interfaces, a keyboard, and input / output interfaces for input / output. The server 2200 may also include other components for implementing device functions, which will not be elaborated upon here.

[0125] In an exemplary embodiment, a computer-readable storage medium is also provided, which stores at least one piece of program code that is loaded and executed by a processor to enable a computer to implement any of the above-described methods for controlling vehicle torque.

[0126] 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.

[0127] 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.

[0128] It should be noted that all information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in this application have been 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. For example, the vehicle's driving parameters and requested wheel-end torque involved in this application were obtained with full authorization.

[0129] It should be understood that "multiple" as used in this article refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0130] The above description is merely an exemplary embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A control method of vehicle torque, wherein, The method comprises: determining at least one of a driving mode or a gear of the vehicle based on a driving parameter of the vehicle; in the case that at least one of the driving mode or the gear changes, determining a first wheel end change torque and a second wheel end change torque based on a requested wheel end torque, a first wheel end torque, a second wheel end torque and a correction coefficient, the second wheel end change torque being opposite to a change trend of the first wheel end change torque, the requested wheel end torque being a wheel end torque to which the vehicle is to be shifted, the first wheel end torque and the second wheel end torque being torques corresponding to different driving motors before the driving mode or the gear changes, the correction coefficient being determined based on a driving scenario of the vehicle and the driving parameter; determining a first torque adjustment step and a second torque adjustment step based on the first wheel end change torque, the second wheel end change torque and the driving scenario, adjusting a torque of the vehicle by using the first torque adjustment step and the second torque adjustment step, and controlling the vehicle to move based on the adjusted torque.

2. The method of claim 1, wherein, Before the determining of the first wheel end change torque and the second wheel end change torque based on the requested wheel end torque, the first wheel end torque, the second wheel end torque and the correction coefficient, the method further comprises: determining a first correction factor and a second correction factor based on the driving scenario of the vehicle and the driving parameter, and determining the correction coefficient by using the first correction factor and the second correction factor; the determining of the first wheel end change torque and the second wheel end change torque based on the requested wheel end torque, the first wheel end torque, the second wheel end torque and the correction coefficient comprises: determining a third wheel end change torque and a fourth wheel end change torque based on the requested wheel end torque, the first wheel end torque, the second wheel end torque and a first torque change threshold; correcting the third wheel end change torque and the fourth wheel end change torque based on the correction coefficient to obtain the first wheel end change torque and the second wheel end change torque.

3. The method of claim 1, wherein, The determining of the first torque adjustment step and the second torque adjustment step based on the first wheel end change torque, the second wheel end change torque and the driving scenario comprises: determining a first reference torque step and a second reference torque step based on the first wheel end change torque, the second wheel end change torque and a technical parameter of the vehicle, wherein the first reference torque step is positively correlated with the first wheel end change torque, and the second reference torque step is positively correlated with the second wheel end change torque; in the case that the driving scenario changes, adjusting the first reference torque step and the second reference torque step by using the driving scenario to obtain the first torque adjustment step and the second torque adjustment step.

4. The method of claim 1, wherein, A change amount of a sum of the first wheel end change torque and the second wheel end change torque is less than or equal to a second torque change threshold.

5. The method according to any one of claims 1-4, wherein, After the determining of the first torque adjustment step and the second torque adjustment step based on the first wheel end change torque, the second wheel end change torque and the driving scenario, the method further comprises: determine a first driving torque and a second driving torque based on the first wheel end variable torque, the second wheel end variable torque, the first wheel end torque, the second wheel end torque and a total speed ratio from a driving motor to a wheel end, the first driving torque being a torque corresponding to a first driving motor, the second driving torque being a torque corresponding to a second driving motor; the adjusting the torque of the vehicle by using the first torque adjustment step and the second torque adjustment step comprises: increasing or decreasing a first number of the first torque adjustment steps in sequence on the first driving torque of the vehicle, and decreasing or increasing a second number of the second torque adjustment steps in sequence on the second driving torque of the vehicle.

6. The method of any one of claims 1-4, wherein, the case that the driving mode changes comprises at least one of the following: the driving mode of the vehicle changes from being driven by a single set of driving motors to being driven by two sets of driving motors, the driving mode of the vehicle changes from being driven by two sets of driving motors to being driven by a single set of driving motors, or any one of the driving motors fails.

7. The method of any one of claims 1-4, wherein, before the determining the first wheel end variable torque and the second wheel end variable torque based on the requested wheel end torque, the first wheel end torque, the second wheel end torque and the correction coefficient, the method further comprises: determining a driver intention and a reference torque based on the driving parameter; adjusting the reference torque based on the driver intention to obtain the requested wheel end torque.

8. A control device of a vehicle torque wherein, the device comprises: a first determining module configured to determine at least one of a driving mode or a gear of a vehicle based on a driving parameter of the vehicle; a second determining module configured to, in a case that the at least one of the driving mode or the gear changes, determine a first wheel end variable torque and a second wheel end variable torque based on a requested wheel end torque, a first wheel end torque, a second wheel end torque and a correction coefficient, the second wheel end variable torque being opposite to a change trend of the first wheel end variable torque, the requested wheel end torque being a wheel end torque to which the vehicle is to be shifted, the first wheel end torque and the second wheel end torque being torques corresponding to different driving motors before the change of the driving mode or the gear, the correction coefficient being determined based on a driving scenario of the vehicle and the driving parameter; a control module configured to determine a first torque adjustment step and a second torque adjustment step based on the first wheel end variable torque, the second wheel end variable torque and the driving scenario, adjust the torque of the vehicle by using the first torque adjustment step and the second torque adjustment step, and control the vehicle to move based on the adjusted torque.

9. A computer device, wherein, the computer device comprises a processor and a memory, the memory stores at least one program code, the at least one program code is loaded and executed by the processor, so that the computer device implements the vehicle torque control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, wherein, the computer readable storage medium stores at least one program code, the at least one program code is loaded and executed by the processor, so that the computer implements the vehicle torque control method according to any one of claims 1 to 7.

11. A computer program product, wherein, The computer program product stores at least one computer instruction, and the at least one computer instruction is loaded and executed by the processor to enable the computer to implement the vehicle torque control method according to any one of claims 1 to 7.

12. A vehicle, wherein, The vehicle comprises: a vehicle body; a vehicle control system configured to perform the vehicle torque control method according to any one of claims 1 to 7 on the vehicle body.

Images