Torque control method, electronic device and vehicle

Abstract

The present application provides a torque control method, an electronic device, and a vehicle. A current operating mode of a vehicle can be determined when a wheel speed variation process of a front wheel meets an impact setting condition. The limitation on torque control varies depending on the operating mode. When a driving torque limiting condition in a driving state is met, driving request torque for torque limiting is determined on the basis of current request torque and a current vehicle speed, and the vehicle is controlled on the basis of the driving request torque to protect a transmission system when an impact state is set, thereby improving the comfort during driving in the driving state. When a recovery torque limiting condition in a recovery state is met, recovery request torque for torque limiting is determined on the basis of the recovery request torque, and the vehicle is controlled on the basis of the recovery request torque to protect the transmission system when the impact state is set, thereby improving the comfort during driving in the energy recovery state.

Description

Torque control method, electronic device and vehicle

[0001] The present application claims priority to the application with the application number 202411091733.0, the title of "Torque control method, electronic device and vehicle", which was filed on August 9, 2024, with the China Patent Office, the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to the technical field of vehicles, in particular to a torque control method, an electronic device and a vehicle. BACKGROUND

[0003] For a new energy vehicle with rear-wheel drive or four-wheel drive (main rear-wheel drive), when accelerating or coasting through a deceleration zone after releasing the accelerator, due to the large driving torque or recovery torque of the motor, a great impact on the transmission system is easily caused when passing through the deceleration zone, affecting the service life of these parts; at the same time, the huge impact and vibration will also affect the comfort of the driver. SUMMARY

[0004] Therefore, the purpose of the present application is to provide a torque control method, an electronic device and a vehicle for protecting the safety of the transmission system in the impact state and improving the driving comfort.

[0005] To achieve the above purpose, the first aspect of the present application provides a torque control method, comprising:

[0006] determining a current operation mode of the vehicle in response to a wheel speed change process of the front wheel satisfying an impact setting condition;

[0007] in response to the current operation mode being a driving mode and a vehicle driving parameter satisfying a driving torque limiting condition corresponding to the driving mode, limiting the torque according to a current request torque and a current vehicle speed to obtain a driving request torque, and driving the vehicle according to the driving request torque;

[0008] in response to the current operation mode being a recovery mode and a vehicle recovery parameter satisfying a recovery torque limiting condition corresponding to the recovery mode, controlling the vehicle to enter a weak recovery state, limiting the torque according to a current request torque to obtain a recovery request torque, and driving the vehicle according to the recovery request torque.

[0009] Optionally, determining whether the impact state satisfies the impact setting condition according to the wheel speed change process comprises:

[0010] determining a period length of the condition judgment;

[0011] starting timing in response to the detected real-time wheel speed of the front wheel being less than or equal to a preset lower limit wheel speed threshold;

[0012] In response to the wheel speed change process being the impact change process, stop timing, and obtain a change duration;

[0013] In response to the change duration being less than or equal to the period duration, determine that the impact setting condition of the impact state is met;

[0014] In response to the change duration being greater than the period duration, or the wheel speed change process not being the impact change process, determine that the impact setting condition of the impact state is not met;

[0015] The impact change process is a process in which the real-time wheel speed changes from less than or equal to a lower wheel speed threshold value to greater than or equal to a preset upper wheel speed threshold value and then changes to less than or equal to the lower wheel speed threshold value again.

[0016] Optionally, the vehicle driving parameter includes a current gear, a current vehicle speed, and a chassis torque control state; determining whether the vehicle driving parameter meets a driving torque limiting condition corresponding to the driving mode includes:

[0017] In response to the current gear being a forward gear and the current vehicle speed being within a driving safety vehicle speed interval, determine that the driving driving condition of the torque limitation is met;

[0018] In response to the chassis torque control state being an inactive state, determine that the driving state condition of the torque limitation is met;

[0019] In response to the driving driving condition and the driving state condition being met at the same time, determine that the driving torque limiting condition is met;

[0020] In response to there being an unmet condition among the driving driving condition and the driving state condition, determine that the driving torque limiting condition is not met.

[0021] Optionally, limiting the torque according to the current request torque and the current vehicle speed to obtain a driving request torque includes:

[0022] Determining a driving limiting coefficient corresponding to the current request torque and the current vehicle speed according to a preset limiting coefficient relationship;

[0023] Determining the product of the driving limiting coefficient and the current request torque as the driving request torque.

[0024] Optionally, the vehicle recovery parameter includes a current gear, a current vehicle speed, a chassis torque control state, and a coasting recovery state; determining whether the vehicle recovery parameter meets a recovery torque limiting condition corresponding to the recovery mode includes:

[0025] In response to the current gear being a forward gear and the current vehicle speed being within a recovery safety vehicle speed interval, determine that the recovery driving condition of the torque limitation is met;

[0026] in response to the chassis torque control state being the inactivated state and the coasting recovery state being the non-weak recovery state, determining that the recovery state condition for torque limitation is satisfied;

[0027] in response to the recovery driving condition and the recovery state condition being both satisfied, determining that the recovery torque limitation condition is satisfied;

[0028] in response to there being an unsatisfied condition in the recovery driving condition and the recovery state condition, determining that the recovery torque limitation condition is not satisfied.

[0029] Optionally, the torque limitation is performed according to the current request torque to obtain a recovery request torque, including:

[0030] determining a weak recovery coefficient of the weak recovery state;

[0031] determining a product of the current request torque and the weak recovery coefficient as the recovery request torque.

[0032] Optionally, the torque control method further includes:

[0033] monitoring a rear wheel speed change process;

[0034] in response to the rear wheel speed change process satisfying a hitting setting condition, starting timing when the real-time rear wheel speed changes from greater than or equal to an upper limit wheel speed threshold to less than or equal to a lower limit wheel speed threshold to obtain a setting release duration;

[0035] in response to the setting release duration being greater than or equal to a preset duration threshold, stopping the torque limitation.

[0036] Optionally, the torque control method further includes:

[0037] in response to receiving an activation signal of the chassis torque control state, stopping the torque limitation;

[0038] in response to the current vehicle speed being greater than or equal to a preset upper limit safety vehicle speed or the current vehicle speed being less than or equal to a preset lower limit safety vehicle speed, stopping the torque limitation;

[0039] in response to the current operating mode being the recovery mode and the coasting recovery state in the vehicle driving parameter being the weak recovery state, stopping the torque limitation.

[0040] Optionally, after the timing is started, the method further includes:

[0041] determining a timing duration;

[0042] in response to the timing duration being greater than a cycle duration and no hitting change process being monitored within the cycle duration, interrupting the timing and resetting the timing duration.

[0043] Optionally, in response to the current gear not being the forward gear, or the current vehicle speed being outside the drive safety vehicle speed interval, it is determined that the drive driving condition of the torque limitation is not met.

[0044] Optionally, in response to the chassis torque control state being the active state, it is determined that the drive state condition of the torque limitation is not met.

[0045] Optionally, in response to the current gear not being the forward gear, or the current vehicle speed being outside the recovery safety vehicle speed interval, it is determined that the recovery driving condition of the torque limitation is not met.

[0046] Optionally, in response to the chassis torque control state being the active state, or the coasting recovery state being the weak recovery state, it is determined that the recovery state condition of the torque limitation is not met.

[0047] A second aspect of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the method provided in the first aspect of the present application when executing the program.

[0048] A third aspect of the present application provides a vehicle comprising the electronic device provided in the second aspect of the present application.

[0049] As can be seen from the above, the torque control method, electronic device and vehicle provided by the present application can determine the current running mode of the vehicle when the front wheel speed change process meets the impact setting condition; in response to the current running mode being the drive mode, and the vehicle drive parameter meeting the drive torque limitation condition corresponding to the drive mode, the torque limitation is performed according to the current request torque and the current vehicle speed to obtain a drive request torque, and the vehicle is driven according to the drive request torque; in response to the current running mode being the recovery mode, and the vehicle recovery parameter meeting the recovery torque limitation condition corresponding to the recovery mode, the vehicle is controlled to enter the weak recovery state, and the torque limitation is performed according to the current request torque to obtain a recovery request torque, and the vehicle is driven according to the recovery request torque. The limitation of torque control is different for different running modes, when the drive torque limitation condition in the drive state is met, the drive request torque for torque limitation is determined according to the current request torque and the current vehicle speed, and the vehicle is controlled according to the drive request torque, which can protect the transmission system when the impact state is set, and improve the comfort of drive driving. When the recovery torque limitation condition in the recovery state is met, the recovery request torque for torque limitation is determined according to the recovery request torque, and the vehicle is controlled according to the recovery request torque, which can protect the transmission system when the impact state is set, and improve the comfort of energy recovery driving. Whether accelerating through the deceleration zone in the drive state or coasting through the deceleration zone without stepping on the brake in the recovery state, the motor torque can be limited by judging the front wheel impact, so as to protect the vehicle transmission system and improve the driving comfort. BRIEF DESCRIPTION OF DRAWINGS

[0050] In order to more clearly illustrate the technical solutions in the application or the related art, the accompanying drawings needed to be used in the embodiments or the related art description will be briefly introduced. Obviously, the accompanying drawings in the following description only constitute the embodiments of the application, and for those skilled in the art, other drawings can also be obtained from these drawings without creative labor.

[0051] Fig. 1 is a flow chart of the torque control method according to an embodiment of the application;

[0052] Fig. 2 is a flow chart of judging whether the impact setting condition is met according to an embodiment of the application;

[0053] Fig. 3 is a flow chart of judging whether the vehicle driving parameter meets the driving torque limit condition according to an embodiment of the application;

[0054] Fig. 4 is a flow chart of performing torque limitation in the driving mode according to an embodiment of the application;

[0055] Fig. 5 is a flow chart of judging whether the vehicle recovery parameter meets the recovery torque limit condition according to an embodiment of the application;

[0056] Fig. 6 is a flow chart of performing torque limitation in the recovery mode according to an embodiment of the application;

[0057] Fig. 7 is a flow chart of exiting the torque limitation control according to an embodiment of the application;

[0058] Fig. 8 is a flow chart of stopping the torque limitation control in advance according to an embodiment of the application;

[0059] Fig. 9 is a structural schematic diagram of the torque control device according to an embodiment of the application;

[0060] Fig. 10 is a structural schematic diagram of the electronic device according to an embodiment of the application. DETAILED DESCRIPTION

[0061] In order to make the purpose, technical solutions and advantages of the application more clear, the application will be further described in detail below with reference to specific embodiments and the accompanying drawings.

[0062] It should be noted that the technical terms or scientific terms used in the embodiments of the present application should be understood as the general meaning understood by the person skilled in the art to which the embodiments of the present application belong, unless otherwise defined. The terms "first", "second", and similar terms used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. The terms "include" or "contain" and similar terms mean that the elements or objects before the terms cover the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to represent relative positional relationships, and when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0063] In this document, it should be understood that the number of any elements in the drawings is used for illustration and not limitation, and any naming is only used for differentiation and does not have any limiting meaning.

[0064] Based on the description of the above background art, there are also the following cases in the related art:

[0065] When the rear-drive or four-wheel-drive (rear-drive as the main drive) vehicle passes through the deceleration strip or the small protruding road section, the state of the front wheel changes over time as follows: the front wheel hits the deceleration strip → the front wheel leaves the ground and slightly floats → the front wheel hits the ground again.

[0066] When the wheel hits the deceleration strip, the resistance rapidly increases in a short time, causing the wheel speed to instantaneously decrease. If the wheel is a driving wheel, the driving torque instantaneously increases under the condition that the output power remains unchanged, causing a greater impact on the transmission system. For the wheel, the abnormal decrease in wheel speed is the manifestation.

[0067] When the wheel leaves the ground and slightly floats, the resistance suddenly decreases or even disappears in a short time, and the wheel speed instantaneously increases. If the wheel is a driving wheel, the driving torque instantaneously decreases after instantaneously increasing under the condition that the driving power remains unchanged, again causing an impact on the transmission system. For the wheel, the abnormal increase in wheel speed is the manifestation.

[0068] When the wheel hits the ground again, the resistance suddenly increases in a short time, and the wheel speed instantaneously decreases. If the wheel is a driving wheel, the driving torque instantaneously increases after instantaneously decreasing under the condition that the driving power remains unchanged, again causing an impact on the transmission system. For the wheel, the abnormal decrease in wheel speed again is the manifestation.

[0069] The wheel hits the ground again, which means that the vehicle wheel has landed after passing through the deceleration zone and has returned to normal driving. The wheel speed is restored to the normal wheel speed (wheel speed before passing through the deceleration zone) after being reduced. For a rear-wheel drive vehicle or a four-wheel drive vehicle mainly driven by the rear wheels, the front wheels are generally used as driven wheels, and the front wheels are used as driven wheels. During the process of abnormal reduction of wheel speed → abnormal increase of wheel speed → abnormal reduction of wheel speed again → restoration of normal wheel speed, it is indicated that the front wheels have passed through the deceleration zone. However, as the driven wheels, the front wheels do not produce a large torque change and do not produce a large impact on the vehicle. However, if no torque control is performed after the front wheels pass through the deceleration zone, the rear wheels as the driving wheels will produce a large impact on the transmission system, affecting the service life of the transmission components. At the same time, the impact and vibration felt by the driver will also affect the comfort.

[0070] The torque control method, electronic device, and vehicle provided in the present application can determine the current operation mode of the vehicle when the wheel speed change process of the front wheels meets the impact setting condition; in response to the current operation mode being a driving mode and the vehicle driving parameter meeting a driving torque limiting condition corresponding to the driving mode, limiting the torque according to the current request torque and the current vehicle speed to obtain a driving request torque, and driving the vehicle according to the driving request torque; in response to the current operation mode being a recovery mode and the vehicle recovery parameter meeting a recovery torque limiting condition corresponding to the recovery mode, controlling the vehicle to enter a weak recovery state, limiting the torque according to the current request torque to obtain a recovery request torque, and driving the vehicle according to the recovery request torque. Different operation modes have different torque control limitations. When the driving torque limiting condition in the driving state is met, the driving request torque for torque limiting is determined according to the current request torque and the current vehicle speed, and the vehicle is controlled according to the driving request torque, which can protect the transmission system when the impact state is set and improve the comfort of driving. When the recovery torque limiting condition in the recovery state is met, the recovery request torque for torque limiting is determined according to the recovery request torque, and the vehicle is controlled according to the recovery request torque, which can protect the transmission system when the impact state is set and improve the comfort during energy recovery driving. Whether accelerating through the deceleration zone in the driving state or sliding through the deceleration zone without stepping on the brake in the recovery state, the motor torque can be limited by judging the front wheel impact, thereby protecting the vehicle transmission system and improving the driving comfort.

[0071] The torque control method according to the exemplary embodiments of the present application will be described below with reference to the accompanying drawings.

[0072] In some embodiments, as shown in FIG. 1, a torque control method includes:

[0073] Step 101: In response to the wheel speed change process of the front wheels meeting the impact setting condition, determining the current operation mode of the vehicle.

[0074] In actual implementation, when the impact setting condition is met, it can be determined that the vehicle drives through the speed bump, and the state change process of the front wheel is: the front wheel impacts the speed bump, the front wheel slightly leaves the ground, and the front wheel impacts the ground again. However, in the process of driving the vehicle, the time consumed for driving through the speed bump is extremely short, and the state of the front wheel is not an easy-to-detect signal. Using the front wheel state signal to determine whether the impact setting condition is met can consume a long time, so that when the rear wheel as the driving wheel drives through the speed bump, it is not determined whether the impact setting condition is met, which leads to the failure to implement torque control. In addition, an additional detection device is needed to observe the state of the front wheel, which leads to an increase in cost.

[0075] In contrast, the wheel speed signal is relatively easy to detect, and the vehicle-mounted Anti-lock Braking System (ABS), Electronic Stability Program (ESP), and the like can monitor the wheel speed of any wheel in real time, so the performance of the front wheel state in terms of wheel speed can be used to determine whether the impact setting condition is met.

[0076] When driving through the speed bump, the change process of the front wheel state corresponds to the change process of the front wheel speed: the front wheel speed abnormally decreases, the front wheel speed abnormally increases, the front wheel speed abnormally decreases again, and the front wheel speed returns to normal. The wheel speed of the front wheel can be collected by a wheel speed collection unit (for example, ESP, ABS), and after the wheel speed of the front wheel is collected, it can be directly determined in the wheel speed collection unit whether the change process of the front wheel speed meets the impact setting condition, and when the change process of the front wheel speed is: the front wheel speed abnormally decreases, the front wheel speed abnormally increases, the front wheel speed abnormally decreases again, and the front wheel speed returns to normal, it is determined that the impact setting condition is met, and an impact state signal is sent to the vehicle controller. After receiving the impact state signal, the vehicle controller determines that the change process of the front wheel speed meets the impact setting condition.

[0077] The change process of the front wheel speed can also be determined in the vehicle controller whether the impact setting condition is met, and the vehicle controller directly obtains the change signal of the front wheel speed collected by the wheel speed collection unit. When the change process of the front wheel speed is: the front wheel speed abnormally decreases, the front wheel speed abnormally increases, the front wheel speed abnormally decreases again, and the front wheel speed returns to normal, it is determined that the impact setting condition is met.

[0078] The determination of whether the wheel speed change process is in the form of abnormal reduction of front wheel speed → abnormal increase of front wheel speed → abnormal reduction of front wheel speed again → recovery of front wheel speed to normal is that a preset lower wheel speed threshold and an upper wheel speed threshold are determined, wherein the lower wheel speed threshold represents a lower wheel speed value for determining whether the wheel speed is abnormally reduced, and the upper wheel speed threshold represents a higher wheel speed value for determining whether the wheel speed is abnormally increased. The corresponding period length is also determined, because the process of passing through the speed bump is a relatively short time, so only the wheel speed change process realized within the period length can be regarded as an effective change process.

[0079] The determination is started when the front wheel speed is less than or equal to the lower wheel speed threshold. Within the period length, if the front wheel speed changes from less than or equal to the lower wheel speed threshold to greater than or equal to the upper wheel speed threshold, and then changes from greater than or equal to the upper wheel speed threshold to less than or equal to the lower wheel speed threshold, it is determined that the corresponding wheel speed change process meets the impact setting condition. The monitoring of the entire process is changed to whether there are three wheel speed values meeting the requirements within a certain time, which simplifies the determination of whether the impact setting condition is met, improves the determination efficiency, and ensures that whether the impact setting condition is met is determined before the rear wheel passes through the speed bump, so as to reserve sufficient time for torque control.

[0080] After it is determined that the impact setting condition is met, because the recovery mode and the driving mode have different limitations on the torque, the conditions for whether the torque limitation of the rear wheel as the driving wheel is needed are naturally different, so the corresponding torque control mode needs to be determined according to the specific current operation.

[0081] Step 102: in response to that the current operation mode is the driving mode and the vehicle driving parameter meets the driving torque limitation condition corresponding to the driving mode, the torque limitation is performed according to the current requested torque and the current vehicle speed to obtain a driving requested torque, and the vehicle is driven according to the driving requested torque.

[0082] In specific implementation, if the current operation mode is the driving mode, the motor output torque drives the vehicle to travel, and at this time, the vehicle driving parameter meets the following driving torque limitation condition to limit the driving torque:

[0083] The current gear is the forward gear. If the current gear is the reverse gear, the rear wheel passes through the speed bump first, and no matter whether the wheel speed change process of the front wheel meets the impact setting condition, the torque limitation is not needed because the rear wheel has passed through the speed bump. Therefore, it is necessary to ensure that the current gear is the forward gear, so that the front wheel passes through the speed bump first, the rear wheel as the driving wheel passes through the speed bump later, and after the front wheel meets the impact setting condition, it is determined that there is a torque control demand and the torque control needs to be performed on the rear wheel.

[0084] When the current vehicle speed is in the range of X1 and Y1, the torque of the rear wheel can be limited to avoid redundant control of the torque while ensuring safety, where X1 is the lower boundary speed of the driving safety speed interval and Y1 is the upper boundary speed of the driving safety speed interval. If the current vehicle speed > Y1, the driving motor torque is not limited when the driver drives through the speed bump at a high speed for safety reasons, otherwise the vehicle speed is likely to decrease and rear-end collision with the vehicle behind is likely to occur, and thus the torque of the rear wheel does not need to be limited.

[0085] When the chassis torque control state of the chassis is in the inactive state, the torque of the rear wheel can be limited to avoid conflict of torque control and ensure control safety. If the chassis torque control state is in the active state when driving through the speed bump, a torque reduction request is sent to the VCU to control the motor to reduce the torque, and thus the torque control is prohibited when driving through the speed bump.

[0086] When the above three conditions and the bump impact state are set (impact setting condition), the VCU limits the current requested driving torque, the limiting method is to determine the driving limiting coefficient according to the current vehicle speed and the current requested driving torque in the form of a three-dimensional map, and then the final driving request torque = current requested driving torque x driving limiting coefficient, the VCU sends the final driving request torque to the MCU, and the MCU controls the motor to limit the torque according to the driving request torque, protects the vehicle transmission system, and improves the driving comfort.

[0087] Step 103: in response to the current operating mode being the recovery mode and the vehicle recovery parameter satisfying the recovery torque limiting condition corresponding to the recovery mode, the vehicle is controlled to enter the weak recovery state, the torque is limited according to the current request torque to obtain the recovery request torque, and the vehicle is driven according to the recovery request torque.

[0088] In specific implementation, if the current operating mode is the recovery mode, the motor recovery torque is charged, and the vehicle is driven by sliding, and the vehicle driving parameter satisfies the following recovery torque limiting condition at the same time to limit the recovery torque:

[0089] The current gear is the forward gear, and if the current gear is the reverse gear, the rear wheel drives through the speed bump first, and thus the torque limitation is not needed regardless of whether the wheel speed change process of the front wheel satisfies the impact setting condition, because the rear wheel has already driven through the speed bump. Therefore, it is necessary to ensure that the current gear is the forward gear to ensure that the front wheel drives through the speed bump first, and the rear wheel as the driving wheel drives through the speed bump after the front wheel satisfies the impact setting condition, and thus the torque control demand is determined and the torque control of the rear wheel is needed.

[0090] When the current vehicle speed is in the range of X2 and Y2, the torque limitation of the rear wheels can be performed to avoid redundant control of the torque while ensuring safety, where X2 is a lower boundary speed of the recovery safety speed interval, and Y2 is an upper boundary speed of the recovery safety speed interval. If the current vehicle speed > Y2, the motor recovery torque is limited when the driver coasting through the deceleration zone with the accelerator pedal released for safety consideration, which can cause the deceleration to suddenly lose, and the driver can feel that the vehicle has a forward surge during the coasting braking process. Therefore, the torque limitation of the rear wheels is not needed at this time. If the current vehicle speed < X2, the impact on the transmission system is small when coasting through the deceleration zone at low speed, and the torque limitation of the rear wheels is not needed at this time.

[0091] When the chassis torque control state of the chassis is in the inactive state, the torque limitation of the rear wheels can be performed to avoid conflicts between torque control requests and ensure control safety. If the chassis torque control state is in the active state when coasting through the deceleration zone, the VCU is also sent a torque control request to control the motor to perform torque control. At this time, to avoid conflicts between torque control requests, the torque control through the deceleration zone is prohibited.

[0092] The current vehicle coasting recovery state is a non-weak recovery state. For example, energy recovery is divided into a strong recovery state, an intermediate recovery state, and a weak recovery state. When the recovery torque is less than a preset first torque threshold, the recovery state is determined to be a weak recovery state. When the recovery torque is greater than or equal to a preset second torque threshold (the second torque threshold is greater than the first torque threshold), the recovery state is determined to be a strong recovery state. When the second recovery torque is greater than the first torque threshold, the recovery state is determined to be an intermediate recovery state. The recovery torque in the strong recovery state and the intermediate recovery state is large, so torque limitation control is needed in the non-weak recovery state such as the strong recovery state and the intermediate recovery state. If the current state is already in the weak recovery state, the recovery torque limitation is not needed because the recovery torque in the weak recovery state is small and the impact on the transmission system is also small.

[0093] When the above four conditions and the bump impact state are set (impact setting conditions), the VCU limits the current recovery torque request. The limitation method is to jump from the current recovery state to the weak recovery state, and the final recovery torque request = current recovery torque request x weak recovery coefficient. The VCU sends the final recovery torque request to the MCU, and the MCU controls the motor according to the recovery torque request to limit the torque, protect the vehicle transmission system, and improve the driving comfort.

[0094] In summary, the torque control method provided in the application meets the driving torque limit condition in the driving state, determines the driving request torque for torque limitation according to the current request torque and the current vehicle speed, controls the vehicle according to the driving request torque to protect the transmission system when the impact state is set, and improves the comfort of driving. When the recovery torque limit condition is met in the recovery state, the recovery request torque for torque limitation is determined according to the recovery request torque, the vehicle is controlled according to the recovery request torque to protect the transmission system when the impact state is set, and the comfort of energy recovery driving is improved. For the vehicle with rear-wheel drive / four-wheel drive (main rear-wheel drive) configuration, whether accelerating through the deceleration strip or sliding through the deceleration strip in the recovery state without stepping on the brake, the motor torque can be limited by judging the front wheel impact, so as to protect the vehicle transmission system and improve the driving comfort.

[0095] In some embodiments, as shown in FIG. 2, whether the impact setting condition is met is determined according to the wheel speed change process, including:

[0096] Step 201: Determine the cycle length of the condition judgment.

[0097] In specific implementation, whether the wheel speed change process meets the impact setting condition must be determined within the cycle length, because the time consumed by the front wheel of the vehicle when driving through the deceleration strip is extremely short. If the impact setting condition is not met within the cycle length, it means that the front wheel does not pass through the deceleration strip, and there is no need to perform torque limitation control. Or the collision condition triggered is not the passing through of the deceleration strip, and there is no need to perform corresponding torque limitation.

[0098] For example, if the cycle length is 0.1 second, the wheel speed change process is not monitored within 0.1 second, and it is determined that the impact setting condition is not met. If the time length between the last stage and the first stage of the wheel speed change process is greater than 0.1 second, it means that the wheel speed change is caused by other conditions, and it is determined that the impact setting condition is not met.

[0099] Step 202: Start timing in response to the detected real-time front wheel speed being less than or equal to the preset lower limit speed threshold.

[0100] In specific implementation, the wheel speed change process that needs to be controlled is the abnormal decrease of the front wheel speed→the abnormal increase of the front wheel speed→the abnormal decrease of the front wheel speed again. In order to ensure the accuracy of the judgment process, timing starts at the first stage of the wheel speed change process, that is, timing starts when the abnormal decrease of the front wheel speed is monitored. Because the abnormal decrease of the front wheel speed is monitored, it means that there is a possibility of collision condition of driving through the deceleration strip, and the front wheel has collided with the deceleration strip. Timing starts to improve the accuracy of the impact setting condition judgment.

[0101] Step 203: In response to the wheel speed change process being the impact change process, stop timing and obtain the change duration.

[0102] In specific implementation, the impact change process is a process in which the real-time wheel speed changes from less than or equal to the lower wheel speed threshold to greater than or equal to the preset upper wheel speed threshold and then changes to less than or equal to the lower wheel speed threshold, that is, a process in which the front wheel speed abnormally decreases, abnormally increases, and then abnormally decreases again. After it is determined that the front wheel has impacted the speed bump, if it is a driving condition of driving over the speed bump, the front wheel will then be slightly lifted off the ground. The process of the front wheel impacting the speed bump and then being slightly lifted off the ground corresponds to the process in which the real-time wheel speed changes from less than or equal to the lower wheel speed threshold to greater than or equal to the preset upper wheel speed threshold in the impact change process.

[0103] After the front wheel is slightly lifted off the ground, the front wheel impacts the ground again as the vehicle drives. The process of the front wheel being slightly lifted off the ground and then impacting the ground again corresponds to the process in which the front wheel speed changes from greater than or equal to the preset upper wheel speed threshold to less than or equal to the lower wheel speed threshold in the impact change process.

[0104] Therefore, if the monitored wheel speed change process is the impact change process, it indicates that the change process of the corresponding front wheel is the process of the front wheel impacting the speed bump, being slightly lifted off the ground, and then impacting the ground again, which is a driving condition of driving over the speed bump. Therefore, the rear wheel as the driving wheel needs to be subjected to torque control. Timing is ended when the real-time wheel speed changes from less than or equal to the lower wheel speed threshold to greater than or equal to the preset upper wheel speed threshold and then changes to less than or equal to the lower wheel speed threshold again, that is, timing is ended when the real-time wheel speed is less than or equal to the lower wheel speed threshold for the second time, and it is determined that the front wheel has driven over the speed bump, and the rear wheel needs to be subjected to torque limiting control.

[0105] In the formula, if the timing duration is greater than the cycle duration, timing is interrupted, and the timing duration is cleared. Timing is started again when the real-time wheel speed is less than or equal to the lower wheel speed threshold. This avoids the influence of wheel speed reduction caused by other conditions on the torque control process.

[0106] Step 204: In response to the change duration being less than or equal to the cycle duration, it is determined that the impact setting condition is met.

[0107] In specific implementation, only when the change duration is less than or equal to the cycle duration can it be determined that the corresponding wheel speed change process is caused by driving over the speed bump, rather than wheel speed control caused by other conditions, such as user stepping on the brake pedal, which also causes the wheel speed to rapidly decrease, but does not cause the wheel speed to abnormally increase and then abnormally decrease again in a short time. Therefore, only when the change duration is less than or equal to the cycle duration, it is determined that the impact setting condition is met.

[0108] Step 205: In response to the change duration being greater than the cycle duration, or the wheel speed change process not being the impact change process, it is determined that the impact setting condition is not met.

[0109] In specific implementation, if the change duration is greater than the cycle duration, it indicates that the wheel speed change is possibly caused by other conditions (for example, after driving into a road section with a large slope, the vehicle is going downhill, and the wheel speed change time is relatively long), and the torque control does not need to be performed. If the wheel speed change process is not the impact change process, it indicates that the wheel speed change is possibly caused by other working conditions (for example, the user steps on the brake pedal to decelerate). The torque limiting control does not need to be performed, and it is determined that the impact setting condition is not met.

[0110] For example, if the upper wheel speed threshold is m, the lower wheel speed threshold is n, and the cycle duration is 0.1 second. The timing is started when it is monitored that the real-time wheel speed changes to be less than or equal to n. If the change process of the real-time wheel speed is becoming smaller and smaller, it can be determined that the wheel speed is suddenly reduced due to other conditions, for example, the driver steps on the brake pedal, or drives into an uphill road section.

[0111] If the real-time wheel speed changes by more than or equal to m after being less than or equal to n, it is determined that the wheel speed change process meets the requirement when it is monitored that the real-time wheel speed is greater than or equal to m. If the timing duration has exceeded 0.1 second when the real-time wheel speed is greater than or equal to m, it indicates that the wheel speed change is possibly caused by other working conditions, for example, after driving into an uphill road section, the vehicle is going downhill, and the wheel speed change process is also wheel speed decrease and then wheel speed increase. However, when it is monitored that the wheel speed increases, the timing duration can be 5 seconds. At this time, it can be determined that it is not the impact working condition of driving through a deceleration zone, and the torque control does not need to be performed.

[0112] If it is detected that the real-time wheel speed changes from being less than or equal to the lower wheel speed threshold to being greater than or equal to the preset upper wheel speed threshold and then changes to be less than or equal to the lower wheel speed threshold again, it indicates that the wheel speed change process meets the requirement. The timing is stopped when the real-time wheel speed changes to be less than or equal to the lower wheel speed threshold again. The obtained timing duration is compared with the cycle duration. When the timing duration is less than or equal to the cycle duration, it is determined that the impact setting condition is met, and the rear wheel torque needs to be limited and controlled. The wheel speed change process and the duration are limited to determine whether the impact setting condition is met, and the accuracy of the torque control is improved.

[0113] In some embodiments, the vehicle driving parameters include a current gear, a current vehicle speed, and a chassis torque control state. As shown in FIG. 3, it is determined whether the vehicle driving parameters meet the driving torque limiting condition corresponding to the driving mode, including:

[0114] Step 301: In response to the current gear being a forward gear, and the current vehicle speed being in a driving safety vehicle speed interval, it is determined that the driving driving condition for torque limiting is met.

[0115] In the driving mode, when the current gear is the forward gear, the front wheel drives through the speed bump first, and whether the rear wheel will drive through the speed bump can be determined according to the front wheel. If the current gear is the reverse gear, the rear wheel drives through the speed bump first, and whether the wheel speed change process of the front wheel meets the impact setting condition does not need to be limited in torque. Therefore, it is necessary to ensure that the current gear is the forward gear, so that the front wheel drives through the speed bump first, and the rear wheel as the driving wheel drives through the speed bump after the front wheel meets the impact setting condition, and then it can be determined that there is a torque control demand, and the torque control of the rear wheel is needed.

[0116] When the driving safety vehicle speed interval is [X1, Y1], the current vehicle speed is in the range of [X1, Y1], the torque of the rear wheel can be limited, the safety is ensured, and the redundant control of the torque is avoided. X1 is the lower boundary speed of the driving safety vehicle speed interval, and Y1 is the upper boundary speed of the driving safety vehicle speed interval. If the current vehicle speed is greater than Y1, the driving motor torque is not recommended to be limited when the driver drives through the speed bump at a high speed for safety consideration, otherwise the vehicle speed is easily reduced, and rear-end collision with the rear vehicle is easily caused, and the torque limitation of the rear wheel is not needed at this time. If the current vehicle speed is less than X1, the impact on the transmission system is small when the speed bump is driven through at a low speed without torque limitation, and the torque limitation of the rear wheel is not needed at this time. Therefore, when the current gear is the forward gear and the current vehicle speed is in the driving safety vehicle speed interval, it is determined that the driving driving condition meets the torque limitation.

[0117] Step 302: In response to the chassis torque control state being the inactivated state, it is determined that the driving state condition meets the torque limitation.

[0118] In the implementation, when the chassis torque control state of the chassis is the inactivated state, the torque control conflict can be avoided, and the control safety is ensured. If the chassis torque control state is in the activated state when the speed bump is driven through, the VCU is also sent a torque reduction request to control the motor to reduce the torque. At this time, in order to avoid the conflict between the torque request instructions, the torque control of the speed bump is prohibited. Therefore, when the chassis torque control state is the inactivated state, it is determined that the driving state condition meets the torque limitation.

[0119] Step 303: In response to the driving driving condition and the driving state condition being met at the same time, it is determined that the driving torque limitation condition is met.

[0120] In the implementation, when the driving driving condition and the driving state condition are met at the same time, it is indicated that the front wheel drives through the speed bump, the rear wheel is about to drive through the speed bump, the rear wheel torque needs to be limited, the transmission system needs to be protected, the torque limitation of the rear wheel is needed, and it is determined that the driving torque limitation condition is met.

[0121] Step 304: In response to the existence of an unmet condition in the driving driving condition and driving state condition, it is determined that the driving torque limiting condition is not met.

[0122] In specific implementation, if there is an unmet condition in the driving driving condition and driving state condition, it indicates that the front wheel is not triggered in the collision condition of driving through the speed bump, the rear wheel will not drive through the speed bump, there is no need to limit the torque of the rear wheel, and there is no need to limit the torque of the rear wheel. The demand of protecting the transmission system, without torque limiting the rear wheel, it is determined that the driving torque limiting condition is not met.

[0123] By limiting the implementation of torque limiting through multiple conditions, it is ensured that the torque limiting control process will not affect safety and normal driving, so as to improve the driving experience.

[0124] In some embodiments, as shown in FIG. 4, the torque limiting according to the current request torque and the current vehicle speed obtains the driving request torque, including:

[0125] Step 401: Determine the driving limiting coefficient corresponding to the current request torque and the current vehicle speed according to the preset limiting coefficient relationship.

[0126] In specific implementation, the limiting coefficient relationship can be a three-dimensional map composed of request torque-vehicle speed-driving limiting coefficient, or a three-dimensional function relationship between request torque-vehicle speed-driving limiting coefficient. According to the limiting coefficient relationship, the current request torque and the current vehicle speed are input, and the driving limiting coefficient corresponding to the current request torque and the current vehicle speed can be output.

[0127] Step 402: Determine the product of the driving limiting coefficient and the current request torque as the driving request torque.

[0128] In specific implementation, the final driving request torque = current request driving torque x driving limiting coefficient, the current request torque is reduced by the driving limiting coefficient to reduce the impact on the transmission system, the VCU sends the final driving request torque to the MCU, the MCU controls the motor according to the driving request torque to limit the torque, the driving request torque after limiting is smaller, the impact on the transmission system is smaller, and the vehicle transmission system is effectively protected, improving the driving comfort.

[0129] In some embodiments, the vehicle recovery parameters include the current gear, the current vehicle speed, the chassis torque control state and the coasting recovery state; as shown in FIG. 5, judging whether the vehicle recovery parameters meet the recovery torque limiting condition corresponding to the recovery mode includes:

[0130] Step 501: In response to the current gear being forward gear and the current vehicle speed being located in the recovery safe vehicle speed interval, it is determined that the torque limiting recovery driving condition is met.

[0131] In the recovery mode, when the current gear is the forward gear and the front wheel first drives over the deceleration strip, the rear wheel will drive over the deceleration strip according to the front wheel. If the current gear is the reverse gear and the rear wheel first drives over the deceleration strip, the front wheel speed change process does not need to be limited regardless of whether the impact setting condition is met, because the rear wheel has already driven over the deceleration strip. Therefore, the current gear must be the forward gear to ensure that the front wheel first drives over the deceleration strip, and the rear wheel as the driving wheel drives over the deceleration strip. After the front wheel meets the impact setting condition, it is determined that there is a torque control demand, and the rear wheel needs to be torque controlled.

[0132] When the driving safety vehicle speed interval is [X2, Y2], the rear wheel torque is limited when the current vehicle speed is in the range of [X2, Y2], which avoids redundant torque control while ensuring safety, wherein X2 is the lower boundary speed of the recovery safety vehicle speed interval, and Y2 is the upper boundary speed of the recovery safety vehicle speed interval. If the current vehicle speed is greater than Y2, the motor recovery torque is limited when the driver releases the accelerator pedal to slide over the deceleration strip for safety consideration, which will cause the deceleration to suddenly lose, and the driver will feel that the vehicle has a forward surge during the sliding braking process. Therefore, the rear wheel torque is not limited at this time. If the current vehicle speed is less than X2, the impact on the transmission system is small when the vehicle slides over the deceleration strip at low speed, and the rear wheel torque is not limited at this time.

[0133] Step 502: In response to the chassis torque control state being the inactive state and the sliding recovery state being the non-weak recovery state, it is determined that the recovery torque limiting condition is met.

[0134] In the embodiment, when the chassis torque control state of the chassis is in the inactive state, torque control conflicts can be avoided, and control safety can be ensured. If the chassis torque control state is in the active state when the vehicle drives over the deceleration strip, the VCU will be sent a torque control request, and the VCU will control the motor to perform torque control. At this time, to avoid conflicts between torque control requests, the torque control over the deceleration strip is prohibited.

[0135] When the current vehicle sliding recovery state is the non-weak recovery state, the torque is small, and the transmission system will not be greatly impacted, so the torque limiting is not needed.

[0136] Step 503: In response to the recovery driving condition and the recovery state condition being met at the same time, it is determined that the recovery torque limiting condition is met.

[0137] In the embodiment, when the recovery driving condition and the recovery state condition are met at the same time, it is indicated that the front wheel drives over the deceleration strip, and the rear wheel is about to drive over the deceleration strip. The rear wheel torque needs to be limited to protect the transmission system, and the recovery torque limiting condition is met.

[0138] Step 504: in response to the existence of an unsatisfied condition in the recovery driving condition and the recovery state condition, it is determined that the recovery torque limiting condition is not satisfied.

[0139] In specific implementation, if there is an unsatisfied condition in the recovery driving condition and the recovery state condition, it indicates that the front wheel is not triggered by the collision condition of driving through the speed bump, the rear wheel will not drive through the speed bump, there is no need to limit the torque of the rear wheel, and there is no need to limit the torque of the rear wheel. The demand of protecting the transmission system, and the torque limiting control process will not affect the safety and normal driving, so as to improve the driving experience.

[0140] In the recovery mode, the implementation of torque limiting is limited by multiple different conditions, which ensures that the torque limiting control process will not affect the safety and normal driving, so as to improve the driving experience.

[0141] In some embodiments, as shown in FIG. 6, the torque limiting is performed according to the current request torque, and the recovery request torque is obtained, including:

[0142] Step 601: determining the weak recovery coefficient of the weak recovery state.

[0143] In specific implementation, the weak recovery coefficients of different types and different models of vehicles are stored in corresponding memories, and the weak recovery coefficient is called to determine the recovery request torque when the torque limiting is performed.

[0144] Step 602: multiplying the current request torque and the weak recovery coefficient to determine the recovery request torque.

[0145] In specific implementation, the final recovery request torque = current request recovery torque x weak recovery coefficient, the impact on the transmission system is reduced by reducing the current request torque through the weak recovery coefficient, the vehicle transmission system is protected, and the driving comfort is improved. The limited recovery request torque is smaller, the impact on the transmission system is smaller, the vehicle transmission system is effectively protected, and the driving comfort is improved.

[0146] In some embodiments, as shown in FIG. 7, the torque control method further includes:

[0147] Step 701: monitoring the rear wheel speed change process.

[0148] In specific implementation, since the purpose of torque limiting control is to avoid the impact on the transmission system when the rear wheel drives through the speed bump, the torque limiting time is short, and after the rear wheel drives through the speed bump, in order to ensure that the normal driving process after driving through the speed bump is not affected, it is necessary to end the torque control process as soon as possible after the rear wheel drives through the speed bump. It is necessary to determine whether the rear wheel drives through the speed bump by monitoring the rear wheel speed change process, and to end the torque control after determining that the rear wheel drives through the speed bump.

[0149] Step 702: in response to the rear wheel speed change process satisfying the impact setting condition, starting timing when the real-time rear wheel speed changes from greater than or equal to the upper limit wheel speed threshold to less than or equal to the lower limit wheel speed threshold, and obtaining the setting release duration.

[0150] In specific implementation, if the rear wheel speed change process satisfies the impact setting condition, it indicates that the rear wheel has passed the deceleration strip, and there is a need to end the torque limiting control, but in order to avoid the impact on the transmission system caused by the early end of the torque limiting control, the timing is started when the rear wheel passes the deceleration strip, i.e., when the real-time rear wheel speed changes from greater than or equal to the upper limit wheel speed threshold to less than or equal to the lower limit wheel speed threshold, and the delay end limiting control is performed to ensure the integrity of the limiting control process.

[0151] Step 703: in response to the setting release duration being greater than or equal to a preset duration threshold, stopping the torque limiting.

[0152] In specific implementation, if the setting release duration is greater than or equal to the preset duration threshold, it indicates that the delay time has passed, and in order to ensure that the rear wheel of the vehicle has passed the deceleration strip, the torque limiting can be normally stopped, the vehicle can be controlled to continue normal driving according to the current requested torque, the smooth transition is realized, and better driving experience is provided to the user. The stopping of the torque limiting after the rear wheel passes the deceleration strip belongs to normal stopping, but in some cases, the torque limiting needs to be stopped in advance.

[0153] In some embodiments, as shown in FIG. 8, before stopping the torque limiting, the torque control method further includes:

[0154] Step 801: in response to receiving an activation signal of the chassis torque control state, stopping the torque limiting.

[0155] In specific implementation, the stopping of the torque limiting after the rear wheel passes the deceleration strip belongs to normal stopping, but in some cases, the torque limiting needs to be stopped in advance. The case of stopping the torque limiting in advance can be that when the activation signal of the chassis torque control state is received, it indicates that the chassis safety control is activated, in order to ensure the safety of driving, the control of the torque control by the ABS / ESP in the chassis is preferentially met, and the torque limiting is stopped in advance to avoid the conflict of the torque control instructions.

[0156] Step 802: in response to the current vehicle speed being greater than or equal to a preset upper limit safety vehicle speed or the current vehicle speed being less than or equal to a preset lower limit safety vehicle speed, stopping the torque limiting.

[0157] In a specific implementation, the condition of early stopping of the torque limitation can also be that: when the current vehicle speed is greater than or equal to the preset upper limit safety vehicle speed, sudden torque reduction control is performed in a high vehicle speed condition, which can cause a safety hazard, and therefore the torque limitation is stopped when it is monitored that the current vehicle speed is greater than or equal to the preset upper limit safety vehicle speed. When the current vehicle speed is less than or equal to the preset lower limit safety vehicle speed, the generated small impact almost does not cause damage to the transmission system, and the torque control is not required, and the torque limitation can be stopped early.

[0158] Step 803: in response to the current operation mode being the recovery mode and the coasting recovery state in the vehicle driving parameter being the weak recovery state, stopping the torque limitation.

[0159] In a specific implementation, the condition of early stopping of the torque limitation can also be that: when the operation mode is the recovery mode, the limitation control of the current requested torque is performed, and for safety consideration, it is required to switch to the weak recovery state. If the coasting recovery state in the vehicle driving parameter is the weak recovery state, it indicates that the weak recovery state has been reached, the torque is small and the torque limitation control is not required, and the process of early stopping of the torque limitation control can be directly stopped. The early stopping of the torque limitation control process can ensure the safety of the driving process.

[0160] It should be noted that the method of the embodiments of the present application can be executed by a single device, such as a computer or a server. The method of the embodiments of the present application can also be applied to a distributed scenario and completed by multiple devices in cooperation. In this distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiments of the present application, and the multiple devices can interact with each other to complete the method.

[0161] It should be noted that some embodiments of the present application have been described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order than the order described above and still achieve desirable results. In addition, the processes depicted in the figures do not necessarily require the particular order shown or sequential order to achieve the desired results. In certain implementations, multitasking and parallel processing can be advantageous.

[0162] Based on the same inventive concept, the present application also provides a torque control device corresponding to any of the above-mentioned embodiment methods.

[0163] Referring to FIG. 9, the torque control device includes a processor, wherein the processor is configured to execute the following program modules stored in a memory:

[0164] The condition setting determination module 10 is configured to determine the current operation mode of the vehicle in response to the wheel speed change process of the front wheel satisfying the impact setting condition;

[0165] The drive limit control module 20 is configured to, in response to the current operation mode being the drive mode and the vehicle drive parameter satisfying the drive torque limit condition corresponding to the drive mode, limit the torque according to the current request torque and the current vehicle speed to obtain a drive request torque, and drive the vehicle according to the drive request torque.

[0166] The recovery limit control module 30 is configured to, in response to the current operation mode being the recovery mode and the vehicle recovery parameter satisfying the recovery torque limit condition corresponding to the recovery mode, control the vehicle to enter a weak recovery state, limit the torque according to the current request torque to obtain a recovery request torque, and drive the vehicle according to the recovery request torque.

[0167] Optionally, the condition setting determination module 10 is further configured to:

[0168] determine the period length of the condition determination;

[0169] start timing in response to the detected real-time wheel speed of the front wheel being less than or equal to the preset lower limit wheel speed threshold;

[0170] stop timing in response to the wheel speed change process being an impact change process to obtain a change length;

[0171] determine that the impact setting condition of the impact state is satisfied in response to the change length being less than or equal to the period length;

[0172] determine that the impact setting condition of the impact state is not satisfied in response to the change length being greater than the period length or the wheel speed change process not being the impact change process;

[0173] The impact change process is a process in which the real-time wheel speed changes from less than or equal to the lower limit wheel speed threshold to greater than or equal to the preset upper limit wheel speed threshold and then changes to less than or equal to the lower limit wheel speed threshold again.

[0174] Optionally, the current vehicle speed and the chassis torque control state; the drive limit control module 20 is further configured to:

[0175] determine that the drive driving condition of the torque limit is satisfied in response to the current gear being a forward gear and the current vehicle speed being within the drive safe vehicle speed interval;

[0176] determine that the drive state condition of the torque limit is satisfied in response to the chassis torque control state being an inactive state;

[0177] determine that the drive torque limit condition is satisfied in response to the drive driving condition and the drive state condition being satisfied at the same time;

[0178] In response to there being an unmet condition among the driving condition and the driving state condition, it is determined that the driving torque limit condition is not met.

[0179] Optionally, the driving limit control module 20 is further configured to:

[0180] determine a driving limit coefficient corresponding to the current requested torque and the current vehicle speed according to a preset limit coefficient relationship;

[0181] determine a product of the driving limit coefficient and the current requested torque as the driving requested torque.

[0182] Optionally, the vehicle recovery parameter includes a current gear, a current vehicle speed, a chassis torque control state and a coasting recovery state; the recovery limit control module 30 is further configured to:

[0183] In response to the current gear being a forward gear and the current vehicle speed being within a recovery safe vehicle speed interval, it is determined that the torque limit recovery driving condition is met;

[0184] In response to the chassis torque control state being an inactivated state and the coasting recovery state being a non-weak recovery state, it is determined that the torque limit recovery state condition is met;

[0185] In response to the recovery driving condition and the recovery state condition being met simultaneously, it is determined that the recovery torque limit condition is met;

[0186] In response to there being an unmet condition among the recovery driving condition and the recovery state condition, it is determined that the recovery torque limit condition is not met.

[0187] Optionally, the recovery limit control module 30 is further configured to:

[0188] determine a weak recovery coefficient of the weak recovery state;

[0189] determine a product of the current requested torque and the weak recovery coefficient as the recovery requested torque.

[0190] Optionally, the torque control device further includes a limit release module configured to:

[0191] monitor a rear wheel speed change process;

[0192] In response to the rear wheel speed change process meeting a hitting setting condition, start timing when the real-time rear wheel speed changes from greater than or equal to an upper limit wheel speed threshold to less than or equal to a lower limit wheel speed threshold, and obtain a setting release duration;

[0193] In response to the setting release duration being greater than or equal to a preset duration threshold, stop the torque limit.

[0194] Optionally, the limit release module is further configured to:

[0195] stop the torque limitation in response to receiving an activation signal of the chassis torque control state;

[0196] stop the torque limitation in response to the current vehicle speed being greater than or equal to a preset upper limit safety vehicle speed, or the current vehicle speed being less than or equal to a preset lower limit safety vehicle speed;

[0197] stop the torque limitation in response to the current operation mode being the recovery mode, and the coasting recovery state in the vehicle driving parameter being the weak recovery state.

[0198] Optionally, the condition setting determination module 10 is further configured to:

[0199] determine a timing duration;

[0200] in response to the timing duration being greater than the period duration, and no impact change process being monitored within the period duration, interrupt the timing, and clear the timing duration.

[0201] Optionally, the driving limitation control module 20 is further configured to:

[0202] determine that the driving driving condition for the torque limitation is not met in response to the current gear not being the forward gear, or the current vehicle speed being outside the driving safety vehicle speed interval.

[0203] Optionally, the driving limitation control module 20 is further configured to:

[0204] determine that the driving state condition for the torque limitation is not met in response to the chassis torque control state being the activation state.

[0205] Optionally, the recovery limitation control module 30 is further configured to:

[0206] determine that the recovery driving condition for the torque limitation is not met in response to the current gear not being the forward gear, or the current vehicle speed being outside the recovery safety vehicle speed interval.

[0207] Optionally, the recovery limitation control module 30 is further configured to:

[0208] determine that the recovery state condition for the torque limitation is not met in response to the chassis torque control state being the activation state, or the coasting recovery state being the weak recovery state.

[0209] For the convenience of description, the above apparatus is described in various modules in terms of functions. Of course, the functions of the modules can be implemented in one or more software and / or hardware in implementing the present application.

[0210] The apparatus of the above embodiments is used to implement the corresponding torque control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described herein again.

[0211] Based on the same inventive concept, the application also provides an electronic device corresponding to the torque control method of any of the above embodiments, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the torque control method of any of the above embodiments.

[0212] Fig. 10 shows a more specific schematic diagram of the hardware structure of an electronic device according to the present embodiment. The device can comprise a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 for internal communication.

[0213] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the present embodiment.

[0214] The memory 1020 can be implemented by a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided by the present embodiment are implemented by software or firmware, the related program codes are stored in the memory 1020 and executed by the processor 1010.

[0215] The input / output interface 1030 is configured to connect to an input / output module to realize information input and output. The input / output module can be configured as a component in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. The input device can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device can include a display, a speaker, a vibrator, an indicator light, etc.

[0216] The communication interface 1040 is configured to connect to a communication module (not shown in the figure) to realize the communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as USB, network cable, etc.) or a wireless manner (such as mobile network, WIFI, Bluetooth, etc.).

[0217] Bus 1050 includes a path for transferring information between the various components (e.g., processor 1010, memory 1020, input / output interface 1030, and communication interface 1040) of the device.

[0218] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only contain the components necessary to implement the embodiments of the present application, and does not necessarily contain all the components shown in the figure.

[0219] The electronic device of the above embodiment is used to implement the corresponding torque control method in any of the preceding embodiments, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0220] Based on the same inventive concept, corresponding to any of the above embodiment methods, the present application also provides a non-transitory computer readable storage medium, which stores computer instructions for causing the computer to execute the torque control method according to any of the above embodiments.

[0221] The computer readable medium of the present embodiment includes permanent and non-permanent, removable and non-removable media, which can be realized by any method or technology to store information. The information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device.

[0222] The computer instructions stored in the storage medium of the above embodiment are used to cause the computer to execute the torque control method according to any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0223] Those of ordinary skill in the art will realize that the foregoing discussion of any of the embodiments has been presented for the purpose of illustration and description and is not intended to be exhaustive or to limit the application to the precise forms described, and that various adaptations and modifications are possible within the scope and spirit of the application. For example, while the embodiments discussed above have been described in the context of a memory device, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0224] In addition, to simplify the description and discussion, and so as not to make the embodiments of the application difficult to understand, the well-known power / ground connections to integrated circuit (IC) chips and other components can or can not be shown in the provided drawings. Further, devices can be shown in block diagram form so as not to make the embodiments of the application difficult to understand, and this also takes into account the fact that details regarding implementation of these block diagram devices are highly dependent on the platform in which the embodiments of the application are to be implemented (i.e., these details should be well within the understanding of one of ordinary skill in the art). Where specific details (e.g., circuitry) are set forth in order to describe an illustrative embodiment of the application, it should be apparent to one of ordinary skill in the art that the embodiments of the application can be practiced without or with variations of these specific details. Thus, the description should not be viewed as limiting the application, but rather as merely describing illustrative embodiments.

[0225] While the application has been described in connection with specific embodiments thereof, it will be understood that many modifications, variations and alternatives will be apparent to those skilled in the art as a result of the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0226] It is therefore intended that the embodiments of the application embrace all such alternatives, modifications and variations as falling within the broad scope of the appended claims. Accordingly, any and all departures from the above described embodiments are intended to be included within the scope of the application as defined by the following claims.

Claims

1. A torque control method characterized by, The method comprises: determining a current operation mode of the vehicle in response to a wheel speed change process of a front wheel satisfying a collision setting condition; in response to the current operation mode being a driving mode and a vehicle driving parameter satisfying a driving torque limiting condition corresponding to the driving mode, limiting a torque according to a current request torque and a current vehicle speed to obtain a driving request torque, and driving the vehicle according to the driving request torque; in response to the current operation mode being a recovery mode and a vehicle recovery parameter satisfying a recovery torque limiting condition corresponding to the recovery mode, controlling the vehicle to enter a weak recovery state, limiting a torque according to a current request torque to obtain a recovery request torque, and driving the vehicle according to the recovery request torque.

2. The torque control method according to claim 1, characterized by, The method of determining whether the collision setting condition of the collision state is satisfied according to the wheel speed change process comprises: determining a period length of a condition judgment; starting timing in response to a detected real-time wheel speed of the front wheel being less than or equal to a preset lower limit wheel speed threshold; stopping timing in response to the wheel speed change process being a collision change process to obtain a change length; determining that the collision setting condition of the collision state is satisfied in response to the change length being less than or equal to the period length; determining that the collision setting condition of the collision state is not satisfied in response to the change length being greater than the period length or the wheel speed change process not being the collision change process; wherein the collision change process is a process in which the real-time wheel speed changes from being less than or equal to the lower limit wheel speed threshold to being greater than or equal to a preset upper limit wheel speed threshold and then changes to being less than or equal to the lower limit wheel speed threshold again.

3. The torque control method according to claim 1, characterized by, The vehicle driving parameter comprises a current gear, a current vehicle speed and a chassis torque control state; The method of determining whether the vehicle driving parameter satisfies the driving torque limiting condition corresponding to the driving mode comprises: determining a driving driving condition of torque limiting in response to the current gear being a forward gear and the current vehicle speed being located in a driving safety vehicle speed interval; determining a driving state condition of torque limiting in response to the chassis torque control state being an inactivated state; determining that the driving torque limiting condition is satisfied in response to the driving driving condition and the driving state condition being both satisfied; determining that the driving torque limiting condition is not satisfied in response to the driving driving condition and the driving state condition not being both satisfied.

4. The torque control method according to claim 1, characterized by, The method of limiting a torque according to a current request torque and a current vehicle speed to obtain a driving request torque comprises: determining a driving limiting coefficient corresponding to the current request torque and the current vehicle speed according to a preset limiting coefficient relationship; determining a product of the driving limiting coefficient and the current request torque as the driving request torque.

5. The torque control method of claim 1, wherein, The vehicle recovery parameter comprises a current gear, a current vehicle speed, a chassis torque control state and a coasting recovery state; and the method of determining whether the vehicle recovery parameter satisfies a recovery torque limiting condition corresponding to the recovery mode comprises: determining a recovery driving condition of torque limiting in response to the current gear being a forward gear and the current vehicle speed being located in a recovery safety vehicle speed interval; in response to the chassis torque control state being the inactivated state and the coasting recovery state being the non-weak recovery state, determining that a recovery state condition of torque limitation is satisfied; in response to the recovery driving condition and the recovery state condition being both satisfied, determining that the recovery torque limitation condition is satisfied; in response to there being an unsatisfied condition among the recovery driving condition and the recovery state condition, determining that the recovery torque limitation condition is not satisfied.

6. The torque control method of claim 1, wherein the torque limitation according to the current request torque to obtain a recovery request torque comprises: determining a weak recovery coefficient of the weak recovery state; determining a product of the current request torque and the weak recovery coefficient as the recovery request torque.

7. The torque control method of claim 1, wherein, further comprising: monitoring a rear wheel speed change process; in response to the rear wheel speed change process satisfying a hitting setting condition, starting timing when the real-time rear wheel speed changes from greater than or equal to an upper limit wheel speed threshold to less than or equal to a lower limit wheel speed threshold to obtain a setting release duration; in response to the setting release duration being greater than or equal to a preset duration threshold, stopping the torque limitation.

8. The torque control method according to claim 7, characterized by, before stopping the torque limitation, further comprising: in response to receiving an activation signal of the chassis torque control state, stopping the torque limitation; in response to the current vehicle speed being greater than or equal to a preset upper limit safety vehicle speed or the current vehicle speed being less than or equal to a preset lower limit safety vehicle speed, stopping the torque limitation; in response to the current operating mode being the recovery mode and a coasting recovery state in the vehicle driving parameter being the weak recovery state, stopping the torque limitation.

9. The torque control method according to claim 2, characterized by, after the timing is started, further comprising: determining a timing duration; in response to the timing duration being greater than the cycle duration and no hitting change process being monitored within the cycle duration, interrupting the timing and clearing the timing duration.

10. The torque control method according to claim 3, characterized by, in response to the current gear not being a forward gear or the current vehicle speed being outside a driving safety vehicle speed interval, determining that a driving driving condition of torque limitation is not satisfied.

11. The torque control method of claim 3, wherein, in response to the chassis torque control state being the activated state, determining that a driving state condition of torque limitation is not satisfied.

12. The torque control method of claim 5, wherein, in response to the current gear not being a forward gear or the current vehicle speed being outside a recovery safety vehicle speed interval, determining that a recovery driving condition of torque limitation is not satisfied.

13. The torque control method of claim 5, wherein, in response to the chassis torque control state being the activated state or the coasting recovery state being the weak recovery state, determining that a recovery state condition of torque limitation is not satisfied.

14. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, the processor implements the method in any one of claims 1 to 13 when executing the program.

15. A vehicle characterized by comprising: the electronic device in claim 14. the electronic device in claim 14.

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