CN113561797A - Vehicle torque control method, apparatus and readable storage medium - Google Patents
Vehicle torque control method, apparatus and readable storage medium Download PDFInfo
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- CN113561797A CN113561797A CN202111029903.9A CN202111029903A CN113561797A CN 113561797 A CN113561797 A CN 113561797A CN 202111029903 A CN202111029903 A CN 202111029903A CN 113561797 A CN113561797 A CN 113561797A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/46—Drive Train control parameters related to wheels
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The application provides a vehicle torque control method, a device and a readable storage medium, wherein the vehicle torque control method comprises the following steps: detecting the state of wheels in response to the situation that the electronic vehicle body stabilizing system is not in a working state, the recovery torque of the wheel shaft is greater than a recovery threshold and the dragging torque control system is in a working state; when the wheel state meets a preset condition, determining that the wheel passes through a deceleration strip; in response to determining that the wheel is passing a speed bump, a torque up inhibit signal is generated to prevent the drag torque control system from raising torque. The vehicle torque control method, the vehicle torque control device and the readable storage medium can enable the vehicle to pass through at a smooth speed when the vehicle passes through the deceleration strip, can solve the problem of sudden preshoot, and can improve user experience.
Description
Technical Field
The application relates to the technical field of vehicle motor control, in particular to a vehicle torque control method, vehicle torque control equipment and a readable storage medium.
Background
The vehicle braking energy recovery system can recover the redundant energy released by the vehicle in braking or coasting, and the redundant energy is converted into electric energy through the generator and then stored in the storage battery to provide energy for later driving. The accumulator can also supply power for the power consumption equipment in the vehicle to reduce the dependence on the engine, the fuel consumption and the carbon dioxide emission.
When the existing vehicle is in energy recovery and passes through a deceleration strip, wheels are temporarily emptied, a large slip rate is generated, and a Drag Torque Control (DTC) reduces the slip rate by increasing Torque, so that the problem of vehicle forward rush is generated after the wheels are grounded again, and thus a driver feels stress easily, and traffic accidents are easily caused. At present, some vehicles reduce the forward rush feeling by reducing the torque-up slope of the DTC, so that the problem of forward rush cannot be solved fundamentally, and the vehicle is easy to be unstable due to overlarge slip on some wet road surfaces because the torque-up slope of the DTC is reduced.
Disclosure of Invention
In view of the above technical problems, the present application provides a vehicle torque control method, apparatus and readable storage medium to solve or improve the problem that a vehicle suddenly rushes forward when the vehicle passes through a deceleration strip.
In order to solve the above technical problem, the present application provides a vehicle torque control method, including:
detecting the state of wheels in response to the situation that the electronic vehicle body stabilizing system is not in a working state, the recovery torque of the wheel shaft is greater than a recovery threshold and the dragging torque control system is in a working state;
when the wheel state meets a preset condition, determining that the wheel passes through a deceleration strip;
in response to determining that the wheel is passing a speed bump, a torque up inhibit signal is generated to prevent the drag torque control system from raising torque.
Optionally, the wheels comprise front wheels and rear wheels, and the drag torque control system comprises a front wheel control system and a rear wheel control system; the step of detecting the wheel state in response to the body electronic stability system not being in a working state, the axle recovery torque being greater than the recovery threshold, and the drag torque control system being in a working state comprises:
detecting the wheel state of a front wheel in response to the vehicle body electronic stability system not being in a working state, the front axle recovery torque being greater than a front axle recovery threshold, and the front wheel control system being in a working state;
and/or detecting the wheel state of the rear wheel in response to the vehicle body electronic stability system not being in a working state, the rear axle recovery torque being greater than the rear axle recovery threshold, and the rear wheel control system being in a working state.
Optionally, the front wheel state comprises a front left axle speed and a front right axle speed; the step of determining that the wheel passes through the deceleration strip when the wheel state meets the preset condition comprises the following steps:
responding to the obtained front left wheel axle speed and front right wheel axle speed, obtaining an average value of the front left wheel axle speed and the front right wheel axle speed, and taking the average value as an original axle speed;
performing first-order filtering on the original axial speed to obtain a filtering axial speed;
when the absolute value of the difference between the original shaft speed and the filtered shaft speed is larger than a speed difference threshold value, accumulating the counting number value, and when the counting number value is larger than or equal to the counting threshold value, judging that the front wheel passes through the deceleration strip.
Optionally, the step of performing first-order filtering on the original shaft speed to obtain a filtered shaft speed further includes:
and when the absolute value of the difference between the original shaft speed and the filtering shaft speed is not greater than the speed difference threshold value, clearing the counting value.
Optionally, the speed difference threshold is selected from any value of 4-6 m/s, and the count threshold is selected from any value of 4-8 times.
Optionally, the torque up-prohibition signal is selected from at least one of a front wheel torque up-prohibition signal for prohibiting the front wheel control system from raising torque, and a rear wheel torque up-prohibition signal for prohibiting the rear wheel control system from raising torque.
Optionally, the recovery threshold is selected from any value of 750-850 Nm.
Optionally, the step of generating a torque up inhibit signal to prevent the drag torque control system from increasing torque in response to determining that the wheel is passing a speed bump is followed by:
and timing the duration of the torque-up prohibition signal, and clearing the torque-up prohibition signal after the duration reaches a preset duration.
The present application further provides an apparatus, comprising: the vehicle torque control system comprises a memory and a processor, wherein the memory stores a processing program, and the processing program realizes the steps of the vehicle torque control method when being executed by the processor.
The present application also provides a readable storage medium, in particular a readable storage medium having stored thereon a computer program which, when being executed by a processor, carries out the steps of the vehicle torque control method as described above.
As described above, the vehicle torque control method, the vehicle torque control device and the readable storage medium can enable the vehicle to pass through at a smooth speed when the vehicle passes through the deceleration strip, and can improve the problem of sudden forward rush, so that the user experience can be improved.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and together with the description, serve to explain the principles of the application. In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments will be briefly described below, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.
Fig. 1 is a flowchart illustrating a vehicle torque control method according to an embodiment of the present application.
Fig. 2 is a flowchart illustrating step S2 in fig. 1 according to an embodiment of the present application.
The implementation, functional features and advantages of the objectives of the present application will be further explained with reference to the accompanying drawings. With the above figures, there are shown specific embodiments of the present application, which will be described in more detail below. These drawings and written description are not intended to limit the scope of the inventive concepts in any manner, but rather to illustrate the inventive concepts to those skilled in the art by reference to specific embodiments.
Detailed Description
Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, the recitation of an element by the phrase "comprising an … …" does not exclude the presence of additional like elements in the process, method, article, or apparatus that comprises the element, and further, where similarly-named elements, features, or elements in different embodiments of the disclosure may have the same meaning, or may have different meanings, that particular meaning should be determined by their interpretation in the embodiment or further by context with the embodiment.
It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
The application provides a vehicle torque control method, and fig. 1 is a flow chart of the vehicle torque control method according to an embodiment of the application.
As shown in fig. 1, in the present embodiment, the vehicle torque control method includes the steps of:
s1: detecting the state of wheels in response to the fact that the electronic vehicle body stabilizing system is not in a working state, the recovery torque of the wheel shaft is larger than a recovery threshold, and the dragging torque control system is in a working state;
specifically, when the Electronic Stability Program (ESP) of the vehicle body is not in an operating state, there is no Stability problem, and therefore, when it is necessary to prohibit the creep torque control system from increasing torque, the creep torque control system may be prohibited from increasing torque. In this embodiment, the drag torque control system may be allowed to normally torque up when the ESP is operating to ensure vehicle stability.
Specifically, when the axle recovery torque is greater than the threshold, it indicates that the vehicle may be decelerating, and at this time, there may be a noticeable feeling of forward thrust if the drag torque control system is increasing torque, and therefore, it is necessary to further detect the wheel state to further determine whether to improve the problem of the feeling of forward thrust by prohibiting the drag torque control system from increasing torque. In the present embodiment, the axle recovery torque recovery threshold may be selected from any one of 750 Nm and 850 Nm. For example, the axle recovery torque recovery threshold may be set at 800 Nm. In other embodiments, the recycling threshold may be set to other values according to the circumstances. In the embodiment, by setting the appropriate recovery threshold, when the axle recovery torque is greater than the recovery threshold, the vehicle can be accurately judged to be decelerating significantly.
Specifically, the wheel may include at least one of a front wheel and a rear wheel. Accordingly, the wheel states may include a front wheel state and/or a rear wheel state, and the drag torque control system may include a front wheel control system and/or a rear wheel control system.
Specifically, step S1: in response to the body electronic stability system not being in service, the axle recovery torque being greater than the recovery threshold, and the drag torque control system being in service, detecting a wheel condition, comprising:
detecting the state of a front wheel in response to the fact that the electronic vehicle body stabilizing system is not in a working state, the front axle recovery torque is larger than a front axle recovery threshold and the front wheel control system is in a working state;
and/or detecting the state of the rear wheel in response to the fact that the electronic vehicle body stabilizing system is not in the working state, the rear axle recovery torque is larger than the rear axle recovery threshold, and the rear wheel control system is in the working state.
S2: when the wheel state meets a preset condition, judging that the wheel passes through a deceleration strip;
specifically, the wheel axle speed can be used as a basis for judging that the vehicle passes through the deceleration strip because the wheel axle speed has larger fluctuation when the vehicle passes through the deceleration strip. In addition, the current working environment of the wheel can be identified through a camera or a radar so as to judge whether the wheel passes through the deceleration strip. When the camera or the radar is used for identifying the current working environment of the wheel, the accuracy of judging whether the wheel passes through the deceleration strip or not can be improved by processing the scanning image, for example, identifying the binary image and combining the morphological characteristics of the deceleration strip.
When judging whether the wheel passes through the deceleration strip, a preset condition capable of judging that the wheel passes through the deceleration strip can be preset. For example, the preset condition may be that a relatively large fluctuation in the wheel axle speed is detected. Specifically, it may be determined that a relatively large fluctuation of the wheel axle speed occurs by the absolute value of the difference between the original axle speed and the filtered axle speed being greater than the speed difference threshold. The original axle speed can be an average value of the left axle speed and the right axle speed, and the filtering axle speed is the axle speed obtained after filtering the original axle speed.
Specifically, fig. 2 is a flowchart of S2 in fig. 1 according to an embodiment of the present application. As shown in fig. 2, in the present embodiment, the wheel state includes a left wheel axle speed and a right wheel axle speed, where the left wheel axle speed is a front left wheel axle speed and the right wheel axle speed is a front right wheel axle speed. In other embodiments, the left axle speed may also be a rear left axle speed and the right axle speed may also be a rear right axle speed. The left axle speed may be a combined axle speed of the front left axle speed and the rear left axle speed, for example, an average of the front left axle speed and the rear left axle speed, and the right axle speed may be a combined axle speed of the front right axle speed and the rear right axle speed, for example, an average of the front right axle speed and the rear right axle speed, or the like.
As shown in fig. 2, in the present embodiment, step S2 in fig. 1 may include:
s21: responding to the obtained front left wheel axle speed and front right wheel axle speed, obtaining an average value of the front left wheel axle speed and the front right wheel axle speed, and taking the average value of the front left wheel axle speed and the front right wheel axle speed as an original axle speed;
s22: carrying out first-order filtering on the original shaft speed to obtain a filtering shaft speed;
s23: judging whether the absolute value of the difference between the original shaft speed and the filtering shaft speed is greater than a speed difference threshold value or not;
if yes, the flow proceeds to step S24: accumulating the counting number, and judging that the front wheel passes through the deceleration strip when the counting number is greater than or equal to the counting threshold;
if not, the flow proceeds to step S25: the count value is cleared, and the process returns to step S21.
The first-order filtering is also called first-order inertial filtering or first-order low-pass filtering. The algorithm formula of the first-order low-pass filtering is as follows: y (n) ═ α x (n) +(1- α) Y (n-1), wherein: α ═ filter coefficient; x (n) this sample value; y (n-1) is the last filtered output value; y (n) is the current filtering output value. The first-order low-pass filtering method adopts the sampling value and the last filtering output value to carry out weighting to obtain an effective filtering value, so that the output has a feedback effect on the input. The specific principle of the first-order filtering is a common technique, and is not described herein again.
Specifically, in the present embodiment, the count value is a value that counts the number of times the absolute value of the difference between the original shaft speed and the filtered shaft speed is greater than the speed difference threshold, where the initial value of the count value is set to zero. When the counting value is larger than or equal to the counting threshold value, the front wheel is judged to pass through the speed bump, and the situation that the front wheel passes through the speed bump by mistake when the axle speed of the front wheel changes for a short time due to the fact that the road surface is uneven can be effectively avoided. Therefore, the embodiment counts the larger fluctuation times of the axle speed, and can effectively eliminate the interference of the road surface so as to improve the accuracy of judging that the deceleration strip is passing through.
In addition, if the absolute value of the difference between the original axle speed and the filtered axle speed is not greater than the speed difference threshold, which indicates that no deceleration strip is passing, the accumulated count value may be generated due to the short-term change of the axle speed of the front wheel caused by the uneven road surface. Therefore, the counting value is cleared in time at this moment, and the counting of the large fluctuation times of the front wheel axle speed can be restarted when the deceleration strip is really encountered in the next course. Therefore, after the count value is cleared, the process may return to step S21: and responding to the acquired front left wheel axle speed and front right wheel axle speed, acquiring an average value of the front left wheel axle speed and the front right wheel axle speed, and taking the average value of the front left wheel axle speed and the front right wheel axle speed as an original axle speed to start judging whether the front wheel passes through the deceleration strip again.
In this embodiment, the value range of the speed difference threshold may be any value from 4 to 6m/s, and the value range of the count threshold may be any value from 4 to 8 times. For example, the speed difference threshold may be set to 5m/s and the count threshold may be 6 times. In other embodiments, other values may be selected as the threshold value according to specific situations.
Specifically, as to how to determine that the rear wheels are passing through the speed bump, reference may be made to the description of determining that the front wheels are passing through the speed bump as shown in fig. 2, and the average of the rear left axle speed and the rear right axle speed is analyzed as the original axle speed of the rear wheels. For how to determine that the front wheel and the rear wheel pass through the speed bump, the description of determining that the front wheel passes through the speed bump as shown in fig. 2 may also be referred to, and the average value of the front left axle speed, the front right axle speed, the rear left axle speed and the rear right axle speed is taken as the original axle speed of the entire vehicle to perform analysis and determination, which is not described herein again.
S3: generating a torque up inhibit signal to prevent the drag torque control system from increasing torque in response to determining that the wheel is passing the speed bump;
in this embodiment, when it is recognized that the front wheel is passing through the speed bump, a signal for prohibiting torque up of the front wheel may be generated correspondingly to prevent the front wheel control system from increasing the torque. At the moment, when the slip ratio of the rear wheel needs to be reduced, the rear wheel control system can normally increase the torque. When the rear wheel is identified to pass through the speed bump, a signal for prohibiting the rear wheel from increasing the torque can be correspondingly generated, so that the rear wheel control system is prevented from increasing the torque. At the moment, when the front wheel needs to reduce the slip ratio, the front wheel control system can normally increase the torque. Therefore, the front wheel and the rear wheel are arranged to be respectively detected and controlled, and the excessive influence on the control of the other wheel when the front wheel or the rear wheel passes through the speed bump can be effectively avoided. In other embodiments, if it is determined that the entire vehicle is passing through the speed bump based on the combined axle speed of the front left axle speed and the rear left axle speed, and the combined axle speed of the front right axle speed and the rear right axle speed, the front wheel control system and the rear wheel control system may be prevented from raising the torque at the same time.
In the present embodiment, for safety reasons, the duration of the torque up prohibition signal of the drag torque control system may be further limited to not exceed a preset duration, as shown in fig. 1, and S3 may be followed by:
s4: and timing the duration of the torque-up prohibition signal, and clearing the torque-up prohibition signal after the duration reaches a preset duration.
Specifically, timing may be started when the torque up prohibition signal is generated to obtain the duration of the torque up prohibition signal, and the torque up prohibition signal may be cleared after the duration reaches the preset duration. In addition, the length of time that the wheels pass through the speed bump is approximately between 0.5 and 2 seconds, depending on the speed bump limit setting. Therefore, the active duration of the one-time twist-up inhibiting signal, i.e. the preset duration, may be set between 0.5 second and 2 seconds, for example, the active duration of the one-time twist-up inhibiting signal is set to 1 second.
As described above, the vehicle torque control method of the embodiment can detect the wheel state in response to the fact that the vehicle body electronic stability system is not in the working state, the axle recovery torque is greater than the recovery threshold, and the drag torque control system is in the working state, and further prevent the drag torque control system from increasing the torque when the axle speed of the wheel in the wheel state is used for judging that the wheel is passing through the deceleration strip, so that the problem of forward thrust caused by adjusting the slip rate can be avoided, thereby effectively eliminating the tension of the driver, and improving the driving safety of the vehicle.
The application also provides an apparatus, in particular, an apparatus comprising a memory and a processor. The memory stores a processing program, and the processing program realizes the steps of the vehicle torque control method when being executed by the processor.
The present application further provides a readable storage medium, in particular a readable storage medium having stored thereon a computer program which, when being executed by a processor, realizes the steps of the vehicle torque control method as described above.
In the embodiments of the device and the readable storage medium provided in the present application, all technical features of the embodiments of the vehicle torque control method are included, and the expanding and explaining contents of the specification are basically the same as those of the embodiments of the method, and are not described herein again.
As described above, the vehicle torque control method, the vehicle torque control device and the readable storage medium can enable the vehicle to pass through at a smooth speed when the vehicle passes through the deceleration strip, and can improve the problem of sudden forward rush, so that the user experience can be improved.
The above description is only a preferred embodiment of the present application, and not intended to limit the scope of the present application, and all modifications of equivalent structures and equivalent processes, which are made by the contents of the specification and the drawings of the present application, or which are directly or indirectly applied to other related technical fields, are included in the scope of the present application.
Claims (10)
1. A vehicle torque control method characterized by comprising:
detecting the state of wheels in response to the fact that the electronic vehicle body stabilizing system is not in a working state, the recovery torque of the wheel shaft is larger than a recovery threshold, and the dragging torque control system is in a working state;
when the wheel state meets a preset condition, determining that the wheel passes through a deceleration strip;
in response to determining that the wheel is passing a speed bump, a torque up inhibit signal is generated to prevent the drag torque control system from raising torque.
2. The method of claim 1, wherein the wheels comprise front wheels and rear wheels, and the drag torque control system comprises a front wheel control system and a rear wheel control system;
the step of detecting the wheel state in response to the body electronic stability system not being in a working state, the axle recovery torque being greater than the recovery threshold, and the drag torque control system being in a working state comprises:
detecting the wheel state of a front wheel in response to the vehicle body electronic stability system not being in a working state, the front axle recovery torque being greater than a front axle recovery threshold, and the front wheel control system being in a working state;
and/or detecting the wheel state of the rear wheel in response to the vehicle body electronic stability system not being in a working state, the rear axle recovery torque being greater than the rear axle recovery threshold, and the rear wheel control system being in a working state.
3. The method of claim 2, wherein the front wheel states include a front left axle speed and a front right axle speed;
the step of determining that the wheel passes through the deceleration strip when the wheel state meets the preset condition comprises the following steps:
responding to the obtained front left wheel axle speed and front right wheel axle speed, obtaining an average value of the front left wheel axle speed and the front right wheel axle speed, and taking the average value as an original axle speed;
performing first-order filtering on the original axial speed to obtain a filtering axial speed;
when the absolute value of the difference between the original shaft speed and the filtered shaft speed is larger than a speed difference threshold value, accumulating the counting number value, and when the counting number value is larger than or equal to the counting threshold value, judging that the front wheel passes through the deceleration strip.
4. The method of claim 3, wherein said step of first order filtering said raw shaft speed to obtain a filtered shaft speed further comprises:
and when the absolute value of the difference between the original shaft speed and the filtering shaft speed is not greater than the speed difference threshold value, clearing the counting value.
5. The method of claim 4, wherein the speed difference threshold is selected from any of 4-6 m/s and the count threshold is selected from any of 4-8 times.
6. The method of claim 1 or 2, wherein the torque up inhibit signal is selected from at least one of a front wheel torque up inhibit signal for inhibiting torque up of a front wheel control system and a rear wheel torque up inhibit signal for inhibiting torque up of a rear wheel control system.
7. The method as claimed in claim 1, wherein the recovery threshold is selected from any one of 750 Nm and 850 Nm.
8. The method of claim 1, wherein the step of generating a torque up inhibit signal to prevent the drag torque control system from increasing torque in response to determining that the wheel is passing a speed bump is followed by:
and timing the duration of the torque-up prohibition signal, and clearing the torque-up prohibition signal after the duration reaches a preset duration.
9. An apparatus, characterized in that the apparatus comprises: memory, a processor, wherein the memory has stored thereon a processing program which, when executed by the processor, implements the steps of the vehicle torque control method of any one of claims 1 to 8.
10. A readable storage medium, characterized in that the readable storage medium has stored thereon a computer program which, when being executed by a processor, carries out the steps of the vehicle torque control method according to any one of claims 1 to 8.
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| KR20180058322A (en) * | 2016-11-24 | 2018-06-01 | 현대자동차주식회사 | Brake control system and method for electric vehicle |
| US20190001965A1 (en) * | 2017-07-03 | 2019-01-03 | Hyundai Motor Company | Driving control method and system using road surface adaptability |
| CN107719186A (en) * | 2017-09-28 | 2018-02-23 | 北京新能源汽车股份有限公司 | Vehicle crosses bank compensating control method, device, system and electric machine controller |
| CN110654370A (en) * | 2018-06-28 | 2020-01-07 | 长城汽车股份有限公司 | Hybrid vehicle control method and system with low-attachment road surface |
| JP2021078217A (en) * | 2019-11-07 | 2021-05-20 | 株式会社デンソー | Braking control device |
| CN111071066A (en) * | 2020-01-14 | 2020-04-28 | 深圳市福瑞电气有限公司 | Method for inhibiting sudden increase of rotating speed in torque control of electric automobile |
| CN111881513A (en) * | 2020-07-08 | 2020-11-03 | 北京新能源汽车股份有限公司 | Dragging torque detection method, device, system, electronic equipment and medium |
| CN112046299A (en) * | 2020-08-21 | 2020-12-08 | 北京车和家信息技术有限公司 | Control method and device for suppressing rapid change of driving wheel soaring rotating speed and vehicle |
| CN113002503A (en) * | 2021-03-05 | 2021-06-22 | 北京汽车股份有限公司 | Control method, device and equipment for reducing wheel locking tendency and vehicle |
| CN112874323A (en) * | 2021-03-31 | 2021-06-01 | 华域汽车电动系统有限公司 | Anti-skid control method for electric automobile |
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