Vehicle torque control method and apparatus, and vehicle and storage medium

Abstract

A vehicle torque control method and apparatus (300), and a device and a storage medium. The method comprises: when it is determined that there is a downhill section at a first distance ahead of a vehicle, determining a target gradient of the downhill section (101); when it is determined that the first distance is less than a first preset value, a slope length of the downhill section is greater than a second preset value, and the target gradient is less than or equal to a preset gradient, determining a transmission input torque of the vehicle on the basis of the first distance and the slope length of the downhill section (102); and performing torque control on the vehicle on the basis of the transmission input torque until a difference between the first distance and a distance traveled by the vehicle after the torque control is less than a third preset value (103). The method can implement automatic control over the torque of a vehicle, and reduce the energy consumption of the vehicle during downhill travelling.

Description

Vehicle torque control methods, devices, vehicles, and storage media

[0001] This application claims priority to Chinese Patent Application No. 202411579607.X, filed on November 7, 2024, entitled "Vehicle Torque Control Method, Apparatus, Vehicle and Storage Medium", the entire contents of which are incorporated herein by reference. Technical Field

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

[0003] With the escalating global energy crisis and rising public awareness of environmental protection, vehicle energy consumption and emissions have become increasingly important issues.

[0004] In the existing technology, in order to reduce vehicle energy consumption, when the driver finds that the road ahead is downhill, the driver will control the vehicle to coast in neutral to reduce fuel consumption and improve fuel economy.

[0005] However, in the existing technology, when a vehicle is going downhill, it usually requires the driver to operate the vehicle manually to reduce energy consumption. For some inexperienced drivers, it is impossible to achieve energy saving through the above methods, resulting in high energy consumption during vehicle operation. Summary of the Invention

[0006] This application provides a vehicle torque control method, device, equipment, and storage medium to address the shortcomings of existing technologies that rely on driver operation during downhill driving, which result in high vehicle energy consumption. The method enables automatic torque control of the vehicle, thereby reducing energy consumption during downhill driving.

[0007] This application provides a vehicle torque control method, including:

[0008] If it is determined that there is a downhill section at a first distance ahead of the vehicle, the target slope of the downhill section is determined.

[0009] If the first distance is less than a first preset value, the slope length of the downhill section is greater than a second preset value, and the target slope is less than or equal to the preset slope, the transmission input torque of the vehicle is determined based on the first distance and the slope length of the downhill section.

[0010] The vehicle is subjected to torque control based on the input torque of the transmission until the difference between the first distance and the distance traveled by the vehicle after torque control is less than a third preset value.

[0011] According to a vehicle torque control method provided in this application, determining the transmission input torque of the vehicle based on the first distance and the slope length of the downhill section includes:

[0012] Based on the target slope, predict the first deceleration of the vehicle as it slides down the downhill section;

[0013] Based on the slope length of the downhill section and the actual vehicle speed at the moment of torque control, the first travel time of the vehicle on the downhill section is predicted;

[0014] Based on the first travel time and the first deceleration, the vehicle speed increment on the downhill section is determined, and based on the first distance and the actual vehicle speed, the second travel time of the vehicle at the first distance is predicted.

[0015] Based on the vehicle speed increment and the second travel time, predict the second deceleration of the vehicle at the first distance;

[0016] The input torque of the gearbox is determined based on the second deceleration.

[0017] According to a vehicle torque control method provided in this application, determining the input torque of the transmission based on the second deceleration includes:

[0018] The rolling resistance of the vehicle is determined based on the second deceleration;

[0019] The total resistance is determined based on the rolling resistance, wind resistance, frictional resistance, and acceleration resistance.

[0020] The input torque of the gearbox is determined based on the total resistance.

[0021] According to a vehicle torque control method provided in this application, determining that there is a downhill section at a first distance ahead of the vehicle includes:

[0022] The road ahead of the vehicle is divided into segments based on a preset distance, resulting in multiple road segments.

[0023] Obtain the average slope of each of the road segments;

[0024] When a target average slope, which characterizes downhill slope, is included in all the said average slopes, a downhill section is determined to exist.

[0025] According to the vehicle torque control method provided in this application, the method further includes:

[0026] For each of the aforementioned road segments, the road type of the road segment is determined based on the average slope of the road segment;

[0027] Traverse the road types of each segmented road. If it is determined that there are a first preset number of consecutive first segmented roads whose road types are all downhill road types, determine the number of consecutive second segmented roads whose road type is not downhill after the last first segmented road.

[0028] If the number is greater than or equal to the second preset number, the first preset number of first road segments are determined as the downhill road segments.

[0029] According to the vehicle torque control method provided in this application, the method further includes:

[0030] If the number is less than the second preset number and there is at least one third segment road of the downhill type after the last second segment road, the first preset number of first segment roads, all second segment roads and all third segment roads are determined as the downhill road segment.

[0031] According to a vehicle torque control method provided in this application, after performing torque control on the vehicle based on the input torque of the transmission, the method further includes:

[0032] If it is determined that the duration for which the throttle opening of the vehicle is greater than a preset opening is greater than a preset duration, the torque control of the vehicle is released.

[0033] This application also provides a vehicle torque control device, including:

[0034] The determination module is used to determine the target slope of the downhill section when it is determined that there is a downhill section at a first distance ahead of the vehicle.

[0035] The determining module is further configured to determine the transmission input torque of the vehicle based on the first distance and the slope length of the downhill section when the first distance is less than a first preset value, the slope length of the downhill section is greater than a second preset value, and the target slope is less than or equal to the preset slope.

[0036] The control module is also used to perform torque control on the vehicle based on the torque at the input end of the transmission until the difference between the first distance and the distance traveled by the vehicle after torque control is less than a third preset value.

[0037] This application also provides a vehicle, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle torque control method as described above.

[0038] This application also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle torque control method as described above.

[0039] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the vehicle torque control method as described above.

[0040] This application also provides a computer program that, when executed by a processor, implements any of the vehicle torque control methods described above.

[0041] The vehicle torque control method, apparatus, device, and storage medium provided in this application determine the target gradient of a downhill section when a downhill section is identified at a first distance ahead of the vehicle. If the first distance is less than a first preset value, the length of the downhill section is greater than a second preset value, and the target gradient is greater than a preset gradient, the transmission input torque is determined based on the first distance and the downhill section length. Torque control is then applied to the vehicle based on the transmission input torque until the difference between the first distance and the distance traveled after torque control is applied is less than a third preset value. Because the transmission input torque is determined based on the first distance and the downhill section length when a downhill section is identified ahead of the vehicle, automatic torque control is achieved. This eliminates reliance on driver experience, improving the automation of vehicle control during downhill driving and reducing energy consumption on downhill sections. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 is a schematic flowchart of the vehicle torque control method provided in an embodiment of this application;

[0044] Figure 2 is a schematic diagram of a downhill road section provided in an embodiment of this application;

[0045] Figure 3 is a schematic diagram of the vehicle torque control device provided in an embodiment of this application;

[0046] Figure 4 is a schematic diagram of the physical structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0048] Currently, to reduce energy consumption during vehicle operation, drivers often coast in neutral when encountering a downhill section of road, aiming to improve fuel economy. However, this method is flawed. Firstly, improper speed control before descending the slope necessitates braking to slow down, increasing energy consumption. Secondly, it relies heavily on driver experience and skill. Drivers may fail to see the downhill section due to blind spots or lack of experience, potentially leading to insufficient coasting control or even excessive throttle input, resulting in higher energy consumption on downhill sections. Therefore, this reliance on driver intervention for energy reduction not only results in low automation of downhill driving control but also contributes to persistently high energy consumption.

[0049] To address the aforementioned issues, this application provides a vehicle torque control method. In this method, when a downhill section is determined at a first distance ahead of the vehicle, a target slope for the downhill section is determined. If the first distance is less than a first preset value, the slope length of the downhill section is greater than a second preset value, and the target slope is greater than the preset slope, it indicates that the vehicle is about to enter a downhill phase. Therefore, based on the first distance and the slope length of the downhill section, the transmission input torque can be determined, and torque control can be applied to the vehicle based on the transmission input torque. This achieves automatic torque control of the vehicle on downhill sections without relying on driver experience. It not only improves the automation level of vehicle driving control during downhill driving but also reduces energy consumption on downhill sections.

[0050] The vehicle torque control method provided in this application embodiment is described below with reference to Figures 1 and 2. This application embodiment is applicable to scenarios where the torque of a vehicle is controlled when driving downhill. The executing entity of this method can be an electronic device such as a vehicle, terminal equipment, server, server cluster, or a specially designed vehicle torque control device, or it can be a vehicle torque control device installed in such electronic equipment. This vehicle torque control device can be implemented through software, hardware, or a combination of both.

[0051] Figure 1 is a schematic flowchart of the vehicle torque control method provided in an embodiment of this application. As shown in Figure 1, the method includes:

[0052] Step 101: If it is determined that there is a downhill section at the first distance ahead of the vehicle, determine the target slope of the downhill section.

[0053] In this step, the vehicle can obtain road information within a preset length ahead of it, based on the positioning system and map information from the Advanced Driver Assistance Systems (ADAS). For example, it can obtain road information up to 8km ahead. Based on this road information, it can know in advance whether there is a downhill section ahead of the vehicle.

[0054] Figure 2 is a schematic diagram of a downhill section provided in an embodiment of this application. As shown in Figure 2, when it is determined that there is a downhill section in front of the vehicle, the first distance between the vehicle's current position and the downhill section will be further determined, as shown in Figure 2. This first distance can be c. Additionally, the target slope and length of the downhill section need to be determined in conjunction with ADAS map information. As shown in Figure 2, the slope length can be b. The target slope represents the inclination of the downhill section; the larger the absolute value of the target slope, the greater the inclination of the downhill section. When the downhill section is relatively long, the slope may vary at different points. Therefore, the average slope of the downhill section can be used as the target slope. For downhill sections, the target slope can be represented by a negative value.

[0055] Step 102: If the first distance is less than the first preset value, the slope length of the downhill section is greater than the second preset value, and the target slope is less than or equal to the preset slope, determine the transmission input torque of the vehicle based on the first distance and the slope length of the downhill section.

[0056] In this step, after obtaining the target slope and length of the downhill section, it can be determined whether the following conditions are met: whether the first distance c is less than a first preset value, whether the slope length b of the downhill section is greater than a second preset value, and whether the target slope aveslope is greater than a preset slope. The first, second, and preset values ​​and the preset slope can be set according to actual conditions or experience. For example, the first preset value can be set to 2000m, the second preset value can be set to 1000m, and the preset slope can be set to -1.5%. It should be understood that a negative slope value can be used to characterize a downhill section, and a positive slope value can be used to characterize a non-downhill section. When the target slope of the downhill section is less than or equal to the preset slope, since the preset slope is negative, it indicates that the downhill section has a relatively large slope, i.e., a steep slope.

[0057] When it is determined that the first distance is less than a first preset value, the slope length of the downhill section is greater than a second preset value, and the target slope is greater than a preset slope, it indicates that the vehicle is about to enter a downhill section, and the downhill section is relatively long and steep. In this scenario, torque limiting can be activated on the vehicle. This will not only limit the vehicle's speed when it reaches and travels on the downhill section, preventing it from traveling too fast, but also save energy. Therefore, the transmission input torque of the vehicle will be determined based on the determined first distance and the slope length of the downhill section.

[0058] Step 103: Perform torque control on the vehicle based on the torque at the transmission input until the difference between the first distance and the distance traveled after torque control is less than the third preset value.

[0059] In this step, after torque control is applied to the vehicle based on the determined transmission input torque (i.e., after triggering the torque limit), the vehicle speed is integrated to obtain the distance traveled in real time and to calculate the distance between the vehicle and the downhill section. Specifically, when (c-∫v) < h, the torque limit is released, and torque control stops. Here, v represents the real-time vehicle speed, and h is a third preset value, which can be set based on actual conditions or experience, for example, it can be 1.

[0060] In addition, after torque control is applied to the vehicle, a message will be displayed to the driver via the vehicle's instrument panel: "There is a downhill slope of length b ahead. Please control your speed."

[0061] The vehicle torque control method provided in this application determines the target slope of a downhill section when a downhill section is identified at a first distance ahead of the vehicle. If the first distance is less than a first preset value, the length of the downhill section is greater than a second preset value, and the target slope is greater than a preset slope, the transmission input torque is determined based on the first distance and the downhill section length. Torque control is then applied to the vehicle based on this transmission input torque until the difference between the first distance and the distance traveled after torque control is less than a third preset value. Because the transmission input torque is determined based on the first distance and the downhill section length when a downhill section is identified ahead of the vehicle, automatic torque control is achieved. This not only improves the automation of vehicle driving control during downhill driving but also reduces energy consumption on downhill sections.

[0062] For example, based on the above embodiments, when determining the transmission input torque of the vehicle based on the first distance and the slope length of the downhill section, it can be done in the following way:

[0063] Based on the target slope, predict the first deceleration of the vehicle coasting downhill. Based on the slope length and torque control instantaneous actual speed of the downhill section, predict the first travel time of the vehicle on the downhill section. Based on the first travel time and the first deceleration, determine the speed increment of the downhill section. Based on the first distance and the actual speed, predict the second travel time of the vehicle at the first distance. Based on the speed increment and the second travel time, predict the second deceleration of the vehicle at the first distance. Based on the second deceleration, determine the transmission input torque.

[0064] In this scenario, assuming the actual vehicle speed at the moment torque control is applied is v0, and the vehicle speed after going downhill can also reach v0, then the increase in vehicle speed on the downhill section should be equivalent to the decrease in vehicle speed on the non-downhill section. Based on this, we can first deduce the increase in vehicle speed on the downhill section, and then further deduce the deceleration on the non-downhill section, thereby determining the input torque of the transmission.

[0065] Specifically, based on vehicle dynamics, the first deceleration of a vehicle sliding downhill can be simplified to the following formula (1): a=(-aveslope-f)g (1)

[0066] Where a represents the predicted first deceleration of the vehicle sliding downhill, aveslope represents the target slope, f represents the vehicle rolling resistance coefficient, and g represents the acceleration due to gravity.

[0067] In addition, the first travel time t of the vehicle on the downhill section can be predicted based on the following formula (2): t=b / v0 (2)

[0068] After determining the first travel time t, the speed increment Δv on the downhill section can be determined based on the following formula (3): Δv=at (3)

[0069] Furthermore, the second travel time t1 of the vehicle within the first distance can be predicted based on the following formula (4): t1=c / v0 (4)

[0070] The second travel time t1 can also be understood as the predicted travel time of the vehicle on non-downhill sections.

[0071] After determining the second travel time t1, the second deceleration a' of the vehicle at the first distance can be predicted based on the following formula (5): a'=Δv / t1 (5)

[0072] Therefore, the input torque of the transmission can be determined based on the determined second deceleration in order to control the vehicle.

[0073] It should be understood that after predicting the first deceleration of the vehicle sliding downhill section using the above formula (1), the maximum or minimum value of the first deceleration can be appropriately limited according to the actual situation, so as to avoid the situation of sudden acceleration and deceleration due to poor vehicle control in some extreme situations.

[0074] In this embodiment, by predicting the first deceleration of the vehicle while coasting downhill, and further inferring the second deceleration of the vehicle on non-downhill sections based on the first deceleration, the transmission input torque is determined based on the second deceleration. In this way, the vehicle speed when entering torque control is the same as the vehicle speed after going downhill. This not only saves power consumption on downhill sections, but also avoids the phenomenon of excessive vehicle speed on downhill sections, thus improving the safety of vehicle driving.

[0075] For example, based on the above embodiments, when determining the input torque of the transmission based on the second deceleration, the rolling resistance of the vehicle can be determined based on the second deceleration, and the total resistance can be determined based on the rolling resistance, wind resistance, friction resistance and acceleration resistance, thereby determining the input torque of the transmission based on the total resistance.

[0076] Specifically, the rolling resistance F of the vehicle can be determined based on the following formula (6). i F i =ma′ (6)

[0077] Where m represents the mass of the vehicle.

[0078] After determining the vehicle's acceleration resistance F i Then, the total resistance F can be determined based on the following formula (7). r F r =F i +F w +F f +F j (7)

[0079] Among them, F w F represents wind resistance. f F represents frictional resistance. j This indicates acceleration resistance.

[0080] Furthermore, the input torque T of the gearbox can be determined based on the following formula (8):

[0081] Where Ratio represents the product of the gearbox and the final drive ratio, and R represents the tire radius of the vehicle.

[0082] In this embodiment, after determining the rolling resistance of the vehicle based on the second deceleration, the total resistance can be determined based on the rolling resistance, wind resistance, friction resistance, and acceleration resistance. The transmission input torque is then determined based on the total resistance. Since the total resistance takes into account resistance from multiple dimensions, the total resistance is more accurate and can further improve the transmission input torque.

[0083] For example, based on the above embodiments, when determining whether there is a downhill section at a first distance ahead of the vehicle, the road ahead of the vehicle can be divided into segments based on a preset distance, and multiple segments can be obtained. The average slope of each segment can be obtained. If the target average slope representing the downhill slope is included in all average slopes, it can be determined that there is a downhill section.

[0084] Specifically, since the road slope changes in real time, and vehicles acquire road information within a preset length ahead, to facilitate subsequent calculations and reduce computational load, the acquired road ahead can be segmented based on a preset distance. This preset distance can be set or adjusted according to actual conditions or experience; for example, it can be set to 160m. After obtaining multiple road segments, the average slope of each segment is obtained, and a correspondence is established between the segment number and the corresponding average slope. For example, this can be represented in matrix form, as shown in Table 1 below, resulting in a 2x50 matrix.

[0085] Table 1

[0086] The matrix element numbers represent the identifiers of each road segment. It should be understood that if the average slope is positive, it means that the corresponding road segment is uphill, and if the average slope is negative, it means that the corresponding road segment is downhill.

[0087] After determining the average slope of each road segment, if the average slope of all road segments includes a negative value, it indicates that there is a downhill section ahead of the vehicle.

[0088] It should be understood that a downhill section is considered to exist ahead of the vehicle when there is at least one target average slope representing the downhill slope among all average slopes, or a downhill section is considered to exist ahead of the vehicle when there are at least two consecutive target average slopes representing the downhill slope among all average slopes.

[0089] In this embodiment, the road ahead of the vehicle can be divided into segments based on a preset distance. After obtaining multiple road segments, the average slope of each road segment is determined. Then, based on the average slope of these road segments, it is determined whether there is a downhill section ahead of the vehicle. Compared with processing the entire road segment, the above method can greatly reduce the amount of calculation and improve the efficiency of determining downhill sections.

[0090] For example, based on the above embodiments, when determining downhill road sections, the road type of each road segment can be determined based on the average slope of the road segment. The road types of each road segment are traversed. If it is determined that there are a first preset number of consecutive first road segments with the road type of downhill road, the number of consecutive second road segments with the road type of non-downhill road after the last first road segment is determined. If the number is greater than or equal to a second preset number, the first preset number of first road segments are determined as downhill road sections.

[0091] Specifically, the slope data obtained by segmenting the road is shown in Table 1 as a matrix. To identify continuous long downhill slopes, each road segment needs to be classified. For each road segment, the road type can be determined based on the average slope of the segment, as shown in Table 2 below:

[0092] Table 2

[0093] By traversing the average slope of each road segment, and using the method shown in Table 2, we determine whether each road segment is classified as 1 or 0. Here, 1 indicates that the road segment is a downhill section, and 0 indicates that the road segment is a non-downhill section.

[0094] The -1.8% and -1.2% values ​​shown in Table 2 are examples and can be calibrated and adjusted according to actual conditions. It should be understood that in this embodiment, an average slope less than 0 is not used as the criterion for determining whether a road is downhill. Instead, a threshold smaller than 0 is used as the criterion. This is because, considering that vehicles need to overcome road resistance, wind resistance, and internal mechanical resistance during downhill gliding, a larger downhill slope is required for the vehicle to glide autonomously under its own weight.

[0095] After determining the road type of each segment, the road types of each segment are traversed to find the first segment where the first consecutive number of road types are all 1, as shown in Table 3:

[0096] Table 3

[0097] Among them, the road segments from the (tmp-j+1)th segment to the tmpth segment are all downhill road segments, where tmp is the end point of the road segment of type 1.

[0098] The first preset quantity mentioned above can be set according to actual conditions or experience. For example, it can be determined based on the preset distance of the road segmentation. The larger the preset distance, the smaller the first preset quantity can be. For example, the first preset quantity can be 3.

[0099] When it is determined that there are a first preset number of consecutive first segment roads whose road type is downhill, the number of consecutive second segment roads whose road type is 0 after the last first segment road tmp is further determined. When the number of consecutive second segment roads is greater than or equal to the second preset number, the loop calculation stops, and the first segment road between tmp-j+1 and tmp is determined as a downhill segment.

[0100] Assume that the road segments and their corresponding road types are as shown in Table 4:

[0101] Table 4

[0102] As shown in Table 4, the road type of the segments at tmp+1 and tmp+2 is 0, indicating that after the segment at tmp, two consecutive non-downhill second segments are encountered. Therefore, the first segment between tmp-j+1 and tmp can be considered as the first continuous downhill ahead of the vehicle. The first preset number of first segments are determined as downhill sections. By calculating the average gradient of these first segments, the average gradient is used as the target gradient of the downhill section.

[0103] Additionally, it should be noted that since it is necessary to determine whether there are consecutive first preset number of road segments whose road type is downhill, when the remaining road segments are less than the first preset number, it is necessary to individually determine the road type of each remaining road segment. For example, assuming the first preset number is 3, when tmp is 48, it is necessary to individually determine whether the road type of the 49th and 50th road segments is downhill. If both road segments are downhill, then the road segments from tmp-j+1 to 50th are all determined to be downhill segments.

[0104] In this embodiment, the road type of each road segment can be determined based on the average slope of the segmented road. This allows for the subsequent determination of continuous downhill sections based on the road type, improving the convenience of downhill section identification. Furthermore, merging a first preset number of consecutive first road segments makes vehicle braking on downhill sections more accurate and continuous.

[0105] For example, based on the above embodiments, when the number is less than the second preset number and there is at least one third segment road of the downhill type after the last second segment road, the first preset number of first segment roads, all second segment roads and all third segment roads are determined as downhill road sections.

[0106] Specifically, when the number of consecutive second-segment roads of non-downhill type is less than the second preset number, and there is at least one third-segment road of downhill type after the last second-segment road, it indicates that there may only be a small number of second-segment roads of non-downhill type between the two downhill road segments. The second preset number can be, for example, 2.

[0107] Assume that the road segments and their corresponding road types are as shown in Table 5:

[0108] Table 5

[0109] After the road segment from tmp-j+1 to tmp, there is a second road segment tmp+1 that is not downhill. Then, there is at least one third road segment with a continuous downhill road type. That is, starting from tmp+2, there are three consecutive third road segments. At this time, the road type of the tmp+1 segment can be ignored, and all road segments from tmp-j+1 to tmp+4 can be considered as a continuous downhill segment.

[0110] In this embodiment, when the number of consecutive second road segments of non-downhill type is less than a second preset number, and there is at least one third road segment of downhill type after the last second road segment, the first preset number of first road segments, all second road segments, and all third road segments are identified as downhill sections. This method prevents data interference during road analysis and determination of road slope or type, increasing the tolerance for downhill section identification. Furthermore, even if a small number of non-downhill sections are interspersed among multiple downhill sections, the impact on the overall torque control and warning functions of the vehicle is minimal, and it can even improve the continuity of vehicle control.

[0111] Additionally, it should be noted that after identifying the downhill section, the slope length b of the downhill section can be determined by multiplying the number of downhill road segments by the preset distance used when segmenting them.

[0112] For example, based on the above embodiments, after performing torque control on the vehicle based on the transmission input torque, the method further includes:

[0113] If it is determined that the duration for which the vehicle's throttle opening is greater than the preset opening is greater than the preset duration, the torque control of the vehicle is released.

[0114] Specifically, in order to prevent the driver from being unable to control the acceleration of the vehicle in certain situations, when it is detected that the throttle opening of the vehicle is greater than the preset opening, and the duration of the throttle opening being greater than the preset opening is longer than the preset duration, that is, when the state of the throttle opening being greater than the preset opening is maintained for a period of time, the torque control of the vehicle will be stopped, that is, the torque limiting will be lifted.

[0115] In this embodiment, when the duration of the vehicle's throttle opening being greater than a preset opening is greater than a preset duration, the torque control of the vehicle will be released, which can improve the flexibility of vehicle control.

[0116] The vehicle torque control device provided in this application is described below. The vehicle torque control device described below can be referred to in correspondence with the vehicle torque control method described above.

[0117] Figure 3 is a structural schematic diagram of the vehicle torque control device provided in an embodiment of this application. Referring to Figure 3, the vehicle torque control device 300 includes:

[0118] The determining module 11 is used to determine the target slope of the downhill section when it is determined that there is a downhill section at a first distance ahead of the vehicle.

[0119] The determining module 11 is further configured to determine the transmission input torque of the vehicle based on the first distance and the slope length of the downhill section when the first distance is less than the first preset value, the slope length of the downhill section is greater than the second preset value, and the target slope is less than or equal to the preset slope.

[0120] The control module 12 is also used to perform torque control on the vehicle based on the torque at the input end of the transmission until the difference between the first distance and the distance traveled by the vehicle after torque control is less than a third preset value.

[0121] In one example embodiment, the determining module 11 is specifically used for:

[0122] Based on the target slope, predict the first deceleration of the vehicle as it slides down the downhill section;

[0123] Based on the slope length of the downhill section and the actual vehicle speed at the moment of torque control, the first travel time of the vehicle on the downhill section is predicted;

[0124] Based on the first travel time and the first deceleration, the vehicle speed increment on the downhill section is determined, and based on the first distance and the actual vehicle speed, the second travel time of the vehicle at the first distance is predicted.

[0125] Based on the vehicle speed increment and the second travel time, predict the second deceleration of the vehicle at the first distance;

[0126] The input torque of the gearbox is determined based on the second deceleration.

[0127] In one example embodiment, the determining module 11 is specifically used for:

[0128] The rolling resistance of the vehicle is determined based on the second deceleration;

[0129] The total resistance is determined based on the rolling resistance, wind resistance, frictional resistance, and acceleration resistance.

[0130] The input torque of the gearbox is determined based on the total resistance.

[0131] In one example embodiment, the determining module 11 is specifically used for:

[0132] The road ahead of the vehicle is divided into segments based on a preset distance, resulting in multiple road segments.

[0133] Obtain the average slope of each of the road segments;

[0134] When a target average slope, which characterizes downhill slope, is included in all the said average slopes, a downhill section is determined to exist.

[0135] In one example embodiment, the determining module 11 is further configured to:

[0136] For each of the aforementioned road segments, the road type of the road segment is determined based on the average slope of the road segment;

[0137] Traverse the road types of each segmented road. If it is determined that there are a first preset number of consecutive first segmented roads whose road types are all downhill road types, determine the number of consecutive second segmented roads whose road type is not downhill after the last first segmented road.

[0138] If the number is greater than or equal to the second preset number, the first preset number of first road segments are determined as the downhill road segments.

[0139] In one example embodiment, the determining module 11 is further configured to:

[0140] If the number is less than the second preset number and there is at least one third segment road of the downhill type after the last second segment road, the first preset number of first segment roads, all second segment roads and all third segment roads are determined as the downhill road segment.

[0141] In one example embodiment, the apparatus further includes: a release module, wherein:

[0142] The release module is used to release torque control on the vehicle when it is determined that the duration for which the throttle opening of the vehicle is greater than a preset opening is greater than a preset duration.

[0143] The apparatus of this embodiment can be used to execute the method of any embodiment in the vehicle torque control method side embodiment. Its specific implementation process and technical effects are similar to those in the vehicle torque control method side embodiment. For details, please refer to the detailed description in the vehicle torque control method side embodiment, which will not be repeated here.

[0144] Figure 4 is a schematic diagram of the physical structure of an electronic device provided in an embodiment of this application. As shown in Figure 4, the electronic device may include: a processor 410, a communication interface 420, a memory 430, and a communication bus 440. The processor 410, the communication interface 420, and the memory 430 communicate with each other through the communication bus 440. The processor 410 can call logical instructions in the memory 430 to execute a vehicle torque control method. The method includes: determining the target slope of the downhill section when it is determined that there is a downhill section at a first distance ahead of the vehicle; determining the transmission input torque of the vehicle based on the first distance and the slope length of the downhill section when it is determined that the first distance is less than a first preset value, the slope length of the downhill section is greater than a second preset value, and the target slope is less than or equal to the preset slope; and performing torque control on the vehicle based on the transmission input torque until the difference between the first distance and the distance traveled by the vehicle after torque control is less than a third preset value.

[0145] Furthermore, the logical instructions in the aforementioned memory 430 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0146] On the other hand, this application also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer is able to execute the vehicle torque control method provided by the above methods. The method includes: determining a target slope of the downhill section when it is determined that there is a downhill section at a first distance ahead of the vehicle; determining the transmission input torque of the vehicle based on the first distance and the slope length of the downhill section when it is determined that the first distance is less than a first preset value, the slope length of the downhill section is greater than a second preset value, and the target slope is less than or equal to the preset slope; and performing torque control on the vehicle based on the transmission input torque until the difference between the first distance and the distance traveled by the vehicle after torque control is less than a third preset value.

[0147] In another aspect, this application also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements a vehicle torque control method provided by the above methods. The method includes: determining a target slope of the downhill section when it is determined that a downhill section exists at a first distance ahead of the vehicle; determining the transmission input torque of the vehicle based on the first distance and the slope length of the downhill section when it is determined that the first distance is less than a first preset value, the slope length of the downhill section is greater than a second preset value, and the target slope is less than or equal to a preset slope; and performing torque control on the vehicle based on the transmission input torque until the difference between the first distance and the distance traveled after torque control is less than a third preset value.

[0148] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0149] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0150] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle torque control method, characterized in that, include: If it is determined that there is a downhill section at a first distance ahead of the vehicle, the target slope of the downhill section is determined. If the first distance is less than a first preset value, the slope length of the downhill section is greater than a second preset value, and the target slope is less than or equal to the preset slope, the transmission input torque of the vehicle is determined based on the first distance and the slope length of the downhill section. The vehicle is subjected to torque control based on the input torque of the transmission until the difference between the first distance and the distance traveled by the vehicle after torque control is less than a third preset value.

2. The vehicle torque control method according to claim 1, characterized in that, Determining the transmission input torque of the vehicle based on the first distance and the slope length of the downhill section includes: Based on the target slope, predict the first deceleration of the vehicle as it slides down the downhill section; Based on the slope length of the downhill section and the actual vehicle speed at the moment of torque control, the first travel time of the vehicle on the downhill section is predicted; Based on the first travel time and the first deceleration, the vehicle speed increment on the downhill section is determined, and based on the first distance and the actual vehicle speed, the second travel time of the vehicle at the first distance is predicted. Based on the vehicle speed increment and the second travel time, predict the second deceleration of the vehicle at the first distance; The input torque of the gearbox is determined based on the second deceleration.

3. The vehicle torque control method according to claim 2, characterized in that, Determining the input torque of the transmission based on the second deceleration includes: The rolling resistance of the vehicle is determined based on the second deceleration; The total resistance is determined based on the rolling resistance, wind resistance, frictional resistance, and acceleration resistance. The input torque of the gearbox is determined based on the total resistance.

4. The vehicle torque control method according to any one of claims 1-3, characterized in that, The determination that there is a downhill section at a first distance ahead of the vehicle includes: The road ahead of the vehicle is divided into segments based on a preset distance, resulting in multiple road segments. Obtain the average slope of each of the road segments; When a target average slope, which characterizes downhill slope, is included in all the said average slopes, a downhill section is determined to exist.

5. The vehicle torque control method according to claim 4, characterized in that, The method further includes: For each of the aforementioned road segments, the road type of the road segment is determined based on the average slope of the road segment; Traverse the road types of each segmented road. If it is determined that there are a first preset number of consecutive first segmented roads whose road types are all downhill road types, determine the number of consecutive second segmented roads whose road type is not downhill after the last first segmented road. If the number is greater than or equal to the second preset number, the first preset number of first road segments are determined as the downhill road segments.

6. The vehicle torque control method according to claim 5, characterized in that, The method further includes: If the number is less than the second preset number and there is at least one third segment road of the downhill type after the last second segment road, the first preset number of first segment roads, all second segment roads and all third segment roads are determined as the downhill road segment.

7. The vehicle torque control method according to any one of claims 1-6, characterized in that, After performing torque control on the vehicle based on the input torque of the transmission, the method further includes: If it is determined that the duration for which the throttle opening of the vehicle is greater than a preset opening is greater than a preset duration, the torque control of the vehicle is released.

8. A vehicle torque control device, characterized in that, include: The determination module is used to determine the target slope of the downhill section when it is determined that there is a downhill section at a first distance ahead of the vehicle. The determining module is further configured to determine the transmission input torque of the vehicle based on the first distance and the slope length of the downhill section when the first distance is less than a first preset value, the slope length of the downhill section is greater than a second preset value, and the target slope is less than or equal to the preset slope. The control module is also used to perform torque control on the vehicle based on the torque at the input end of the transmission until the difference between the first distance and the distance traveled by the vehicle after torque control is less than a third preset value.

9. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the vehicle torque control method as described in any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the vehicle torque control method as described in any one of claims 1 to 7.

11. A computer program product, characterized in that, Includes a computer program, which, when executed by a processor, implements the vehicle torque control method as described in any one of claims 1 to 7.

12. A computer program, characterized in that, When the computer program is executed by the processor, it implements the vehicle torque control method as described in any one of claims 1 to 7.

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