CN113561797B - Vehicle torque control method, apparatus, and readable storage medium - Google Patents
Vehicle torque control method, apparatus, and readable storage medium Download PDFInfo
- Publication number
- CN113561797B CN113561797B CN202111029903.9A CN202111029903A CN113561797B CN 113561797 B CN113561797 B CN 113561797B CN 202111029903 A CN202111029903 A CN 202111029903A CN 113561797 B CN113561797 B CN 113561797B
- Authority
- CN
- China
- Prior art keywords
- wheel
- torque
- speed
- axle
- control system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- 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
-
- 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
-
- 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
-
- 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 a wheel state in response to the vehicle body electronic stability system not being in an operating state, the axle recovery torque being greater than a recovery threshold and the drag torque control system being in an operating state; when the state of the wheel meets the preset condition, judging that the wheel passes through the deceleration strip; in response to determining that the wheel is passing through the deceleration strip, a disable torque-up signal is generated to prevent the pull-up torque control system from increasing 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, and can solve the problem of sudden forward running, so that user experience can be improved.
Description
Technical Field
The application relates to the technical field of vehicle motor control, in particular to a vehicle torque control method, device and readable storage medium.
Background
The vehicle braking energy recovery system can recover the excessive energy released by the vehicle during braking or freewheeling, convert the excessive energy into electric energy through the generator, and store the electric energy in the storage battery to provide energy for later driving. The storage battery can also supply power for power consumption equipment in the vehicle so as to reduce the dependence on an engine, the burnup and the carbon dioxide emission.
When the existing vehicle is in energy recovery and passes through a deceleration strip, wheels are briefly emptied, a large slip rate can be generated, and a dragging torque control system (Drag Torque Control, DTC) can reduce the slip rate through an up-torque, so that the problem of vehicle forward running can be generated after the wheels are re-grounded, a driver is easily stressed, and traffic accidents are easily caused. The existing vehicles can reduce the forward shock feeling by reducing the rising torsion slope of the DTC, so that the forward shock problem cannot be fundamentally solved, and the vehicle is easy to be unstable due to overlarge slippage on some wet road surfaces because the rising torsion 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, which are used for solving or improving the problem that a vehicle suddenly rolls forward when the vehicle passes through a deceleration strip.
In order to solve the above technical problems, the present application provides a vehicle torque control method, including:
detecting a wheel state in response to the vehicle body electronic stability system not being in an operating state, the axle recovery torque being greater than a recovery threshold and the drag torque control system being in an operating state;
when the state of the wheel meets the preset condition, judging that the wheel passes through the deceleration strip;
in response to determining that the wheel is passing through the deceleration strip, a disable torque-up signal is generated to prevent the pull-up torque control system from increasing torque.
Optionally, the wheels include front wheels and rear wheels, and the drag torque control system includes a front wheel control system and a rear wheel control system; the step of detecting the wheel condition in response to the body electronic stability system not being in an operational condition, the axle recovery torque being greater than the recovery threshold, and the drag torque control system being in an operational condition, includes:
detecting a wheel state of a front wheel in response to the vehicle body electronic stability system not being in an operating state, the front axle recovery torque being greater than a front axle recovery threshold, and the front wheel control system being in an operating state;
and/or detecting a wheel condition of the rear wheels in response to the body electronic stability system not being in an operational condition, the rear axle recovery torque being greater than a rear axle recovery threshold, and the rear wheel control system being in an operational condition.
Optionally, the front wheel shape includes a front left wheel axle speed and a front right wheel axle speed; when the wheel state meets the preset condition, the step of judging that the wheel passes through the deceleration strip comprises the following steps:
responding to the obtained front left axle speed and front right axle speed, obtaining an average value of the front left axle speed and the front right axle speed, and taking the average value as an original axle speed;
performing first-order filtering on the original shaft speed to obtain a filtering shaft speed;
and accumulating the counting values when the absolute value of the difference between the original shaft speed and the filtering shaft speed is larger than a speed difference threshold value, and judging that the front wheel passes through the speed reducing zone when the counting values are larger than or equal to the counting threshold value.
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 filter shaft speed is not greater than the speed difference threshold value, resetting the counting numerical value.
Optionally, the speed difference threshold is selected from any one value of 4-6m/s, and the count threshold is selected from any one value of 4-8 times.
Optionally, the prohibition torque up signal is selected from at least one of a prohibition front wheel torque up signal for prohibiting the front wheel control system from increasing torque, and a prohibition rear wheel torque up signal for prohibiting the rear wheel control system from increasing torque.
Optionally, the recovery threshold is selected from any one of 750-850 Nm.
Optionally, the step of generating a disable torque up signal to prevent the drag torque control system from increasing torque in response to determining that the wheel is passing through the deceleration strip comprises:
and timing the duration of the forbidden uplink torque signal, and clearing the forbidden uplink torque signal after the duration reaches a preset duration.
The present application also provides an apparatus comprising: the vehicle torque control system comprises a memory and a processor, wherein a processing program is stored in the memory, 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 executed by a processor, implements the steps of a vehicle torque control method as described above.
As described above, the vehicle torque control method, apparatus and readable storage medium of the present application can make the vehicle pass at a smooth speed when the vehicle passes through a deceleration strip, and can improve the problem of sudden forward shock, thereby improving user experience.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the 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 that are needed in the description of the embodiments will be briefly described below, and it will be obvious to those skilled in the art that other drawings can be obtained from these drawings without inventive effort.
Fig. 1 is a flowchart of a vehicle torque control method according to an embodiment of the application.
Fig. 2 is a flow chart of step S2 in fig. 1 according to an embodiment of the application.
The achievement of the objects, functional features and advantages of the present application will be further described with reference to the accompanying drawings, in conjunction with the embodiments. Specific embodiments of the present application have been shown by way of the above drawings and will be described in more detail below. The drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but rather to illustrate the inventive concepts to those skilled in the art by reference to the specific embodiments.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the application. Rather, they are merely examples of apparatus and methods consistent with aspects of the application as detailed in the accompanying 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 element defined by the phrase "comprising one … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element, and furthermore, elements having the same name in different embodiments of the application may have the same meaning or may have different meanings, the particular meaning of which is to be determined by its interpretation in this particular embodiment or by further combining the context of this particular embodiment.
It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the 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 a wheel state in response to the body electronic stability system not being in an operational state, the axle recovery torque being greater than a recovery threshold, and the drag torque control system being in an operational state;
specifically, when the vehicle body electronic stability system (Electronic Stability Program, ESP) is not in operation, it is indicated that there is no stability problem, and therefore, when it is necessary to prohibit the pull-up torque control system from rising, the pull-up torque control system may be prohibited from rising. In this embodiment, when the ESP is operating, the creep torque control system may be allowed to normally up-torque to ensure vehicle stability.
Specifically, when the axle recovery torque is greater than the threshold, it is indicated that the vehicle may be decelerating, and there may be significant jerk in the pull-up torque control system, so it is necessary to further detect the wheel condition to further determine whether to improve the jerk problem by disabling the pull-up torque control system. In this embodiment, the axle recovery torque recovery threshold may be selected from any one of 750-850 Nm. For example, the axle recovery torque recovery threshold may be set at 800Nm. In other embodiments, the recycling threshold may be set to other values as appropriate. In this embodiment, by setting an appropriate recovery threshold, when the axle recovery torque is greater than the recovery threshold, it can be accurately determined that the vehicle is significantly decelerating.
Specifically, the wheels may include at least one of front wheels and rear wheels. Accordingly, the wheel states may include front wheel states and/or rear wheel states, and the creep torque control system may include a front wheel control system and/or a rear wheel control system.
Specifically, step S1: detecting a wheel condition in response to the body electronic stability system not being in an operational condition, the axle recovery torque being greater than a recovery threshold, and the drag torque control system being in an operational condition, comprising:
detecting a front wheel state in response to the vehicle body electronic stability system not being in an operating state, the front axle recovery torque being greater than the front axle recovery threshold, and the front wheel control system being in an operating state;
and/or detecting a rear wheel condition in response to the body electronic stability system not being in an operational condition, the rear axle recovery torque being greater than the rear axle recovery threshold, and the rear wheel control system being in an operational condition.
S2: when the state of the wheel meets the preset condition, judging that the wheel passes through the deceleration strip;
specifically, since a relatively large fluctuation in the wheel shaft speed occurs when the wheel passes through the speed reduction zone, the wheel shaft speed can be used as a basis for determining that the wheel is passing through the speed reduction zone. In addition, the current working environment of the wheel can be identified through a camera or a radar, so that whether the wheel passes through the deceleration strip or not can be judged. When the current working environment of the wheel is identified by using a camera or a radar, the accuracy of judging whether the wheel passes through the deceleration strip or not can be improved by processing the scanned image, for example, identifying the binarized image and combining the morphological characteristics of the deceleration strip.
In determining whether the wheel is passing through the speed bump, a preset condition capable of determining that the wheel is passing through the speed bump may be preset. For example, the preset condition may be the detection of a relatively large fluctuation in the wheel axle speed. Specifically, it can be determined that a relatively large fluctuation in the wheel shaft speed occurs by the absolute value of the difference between the original shaft speed and the filter shaft speed being greater than the speed difference threshold. The original shaft speed can be an average value of the left shaft speed and the right shaft speed, and the filtering shaft speed is a shaft speed obtained by filtering the original shaft 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 states include a left wheel axle speed and a right wheel axle speed, wherein 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. In addition, the left wheel axle speed may be a combined axle speed of the front left wheel axle speed and the rear left wheel axle speed, for example, an average value of the front left wheel axle speed and the rear left wheel axle speed, and the right wheel axle speed may be a combined axle speed of the front right wheel axle speed and the rear right wheel axle speed, for example, an average value of the front right wheel axle speed and the rear right wheel axle speed, or the like.
As shown in fig. 2, in this embodiment, step S2 in fig. 1 may include:
s21: responding to the obtained front left axle speed and front right axle speed, obtaining an average value of the front left axle speed and the front right axle speed, and taking the average value of the front left axle speed and the front right axle speed as an original axle speed;
s22: performing 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 filter shaft speed is larger than a speed difference threshold value;
if yes, go to step S24: accumulating the counting values, and judging that the front wheel passes through the deceleration strip when the counting values are larger than or equal to the counting threshold value;
if not, go to step S25: the count value is cleared and 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) =αx (n) + (1- α) Y (n-1), wherein: α=filter coefficient; x (n) =the current sample value; y (n-1) =last filtered output value; y (n) =the current filter output value. The first-order low-pass filtering method adopts the weighting of the sampling value and the last filtering output value to obtain an effective filtering value, so that the output has feedback effect on the input. The specific principle of the first-order filtering is a common technology, and will not be described herein.
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 filter shaft speed is greater than the speed difference threshold value, wherein the initial value of the count value is set to zero. When the counting number value is larger than or equal to the counting threshold value, the front wheel is judged to pass through the speed reducing belt, and the situation that the front wheel is misjudged to pass through the speed reducing belt when the speed of the front wheel is changed in a short time due to uneven pavement can be effectively avoided. Therefore, the embodiment counts the larger fluctuation times of the axial speed, so that the road surface interference can be effectively eliminated, and the accuracy of judging that the speed reducer is passing is improved.
If the absolute value of the difference between the original axle speed and the filter axle speed is not greater than the speed difference threshold, it is indicated that no deceleration strip is exceeded at this time, and the count value accumulated in the foregoing may be generated due to a short-time change in the front axle speed caused by a rough road surface. Therefore, the counting numerical value is cleared timely at this time, and the counting of the larger fluctuation times of the front wheel axle speed can be restarted when the situation of the deceleration strip is really met in the next path. 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 the original axle speed to start judging whether the front wheel passes through the speed reducing belt again.
In this embodiment, the range of the speed difference threshold may be any one of 4-6m/s, and the range of the count threshold may be any one of 4-8 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 as the case may be.
Specifically, as to how to determine that the rear wheel is passing through the speed reduction zone, a description may be made with reference to fig. 2 to determine that the front wheel is passing through the speed reduction zone, and analyze with the average of the rear left wheel axle speed and the rear right wheel axle speed as the original axle speed of the rear wheel. For how to determine that the front and rear wheels pass through the speed reduction zone, reference may also be made to the description of determining that the front wheel passes through the speed reduction zone as shown in fig. 2, and the average 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 whole vehicle for analysis and determination, which is not described herein.
S3: in response to determining that the wheel is passing through the deceleration strip, generating a inhibit torque up signal to inhibit the drag torque control system from increasing torque;
in this embodiment, when it is identified that the front wheels are passing through the deceleration strip, a front wheel torque up prohibition signal may be correspondingly generated to prevent the front wheel control system from increasing torque. At this time, when the slip rate of the rear wheels needs to be reduced, the rear wheel control system can normally raise the torque. When the rear wheels are identified to pass through the speed reducing belt, a rear wheel torque up prohibiting signal can be correspondingly generated for preventing the rear wheel control system from increasing torque. At this time, when the front wheel needs to reduce the slip rate, the front wheel control system can normally raise the torque. Therefore, by arranging the front wheels and the rear wheels to detect and control respectively, excessive influence on the control of the other pair of wheels when the front wheels or the rear wheels pass through the speed reducing belt can be effectively avoided. In other embodiments, the front wheel control system and the rear wheel control system may be simultaneously prevented from increasing torque if it is determined that the entire vehicle is passing through the speed bump based on the combined axle speeds of the front left axle speed and the rear left axle speed, and the combined axle speeds of the front right axle speed and the rear right axle speed.
In this embodiment, in order to consider safety, the duration of the prohibition torque up signal of the drag torque control system may be further limited to not more than a preset duration, as shown in fig. 1, and S3 may include:
s4: and (3) timing the duration of the forbidden uplink torque signal, and clearing the forbidden uplink torque signal after the duration reaches the preset duration.
Specifically, the timing may be started when the forbidden uplink torque signal is generated, so as to obtain the duration of the forbidden uplink torque signal, and after the duration reaches the preset duration, the forbidden uplink torque signal is cleared. Further, the time period for the wheels to pass through the speed reduction belt is approximately between 0.5 seconds and 2 seconds, depending on the setting of the speed reduction belt speed limit. Therefore, the effective duration of the primary prohibition up-turn signal, that is, the preset duration, may be set between 0.5 seconds and 2 seconds, for example, the effective duration of the primary prohibition up-turn 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 vehicle body electronic stability system not being in the working state, the wheel axle recovery torque being greater than the recovery threshold, and the dragging torque control system being in the working state, so as to prevent the dragging torque control system from increasing the torque when the wheel is judged to be passing through the deceleration strip by the axle speed of the wheel in the wheel state, and can avoid the forward stroke problem caused by adjusting the slip ratio, 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. Wherein the memory stores a processing program which when executed by the processor implements the steps of the vehicle torque control method described above.
The present application also provides a readable storage medium, in particular, a readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of a vehicle torque control method as described above.
In the embodiments of the apparatus and the readable storage medium provided by the present application, all technical features of each embodiment of the vehicle torque control method are included, and the expansion and explanation contents of the description are substantially the same as those of each embodiment of the method, which are not repeated herein.
As described above, the vehicle torque control method, apparatus and readable storage medium of the present application can make the vehicle pass at a smooth speed when the vehicle passes through a deceleration strip, and can improve the problem of sudden forward shock, thereby improving user experience.
The foregoing description is only of the preferred embodiments of the present application, and is not intended to limit the scope of the application, but rather is intended to cover any equivalents of the structures or equivalent processes disclosed herein or in the alternative, which may be employed directly or indirectly in other related arts.
Claims (10)
1. A vehicle torque control method, characterized by comprising:
detecting a wheel state in response to the body electronic stability system not being in an operational state, the axle recovery torque being greater than a recovery threshold, and the drag torque control system being in an operational state;
when the state of the wheel meets the preset condition, judging that the wheel passes through the deceleration strip;
generating a torque up inhibit signal to prevent the pull-up torque control system from increasing torque in response to determining that the wheel is passing through the deceleration strip;
the preset condition comprises that the absolute value of the difference between the original shaft speed and the filter shaft speed is detected to be larger than a speed difference threshold, wherein the original shaft speed is the average value of the left shaft speed and the right shaft speed, and the filter shaft speed is the shaft speed after the original shaft speed is subjected to filter processing.
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 condition in response to the body electronic stability system not being in an operational condition, the axle recovery torque being greater than the recovery threshold, and the drag torque control system being in an operational condition, includes:
detecting a wheel state of a front wheel in response to the vehicle body electronic stability system not being in an operating state, the front axle recovery torque being greater than a front axle recovery threshold, and the front wheel control system being in an operating state;
and/or detecting a wheel condition of the rear wheels in response to the body electronic stability system not being in an operational condition, the rear axle recovery torque being greater than a rear axle recovery threshold, and the rear wheel control system being in an operational condition.
3. The method of claim 2, wherein the wheel status of the front wheels includes a front left wheel axle speed and a front right wheel axle speed;
when the wheel state meets the preset condition, the step of judging that the wheel passes through the deceleration strip comprises the following steps:
responding to the obtained front left axle speed and front right axle speed, obtaining an average value of the front left axle speed and the front right axle speed, and taking the average value as an original axle speed;
performing first-order filtering on the original shaft speed to obtain a filtering shaft speed;
and accumulating the counting values when the absolute value of the difference between the original shaft speed and the filtering shaft speed is larger than a speed difference threshold value, and judging that the front wheel passes through the speed reducing zone when the counting values are larger than or equal to the counting threshold value.
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, after:
and when the absolute value of the difference between the original shaft speed and the filter shaft speed is not greater than the speed difference threshold value, resetting the counting numerical value.
5. The method of claim 4, wherein the speed difference threshold is selected from any one of 4-6m/s and the count threshold is selected from any one of 4-8 times.
6. The method of claim 1 or 2, wherein the inhibit torque up signal is selected from at least one of an inhibit front wheel torque up signal for inhibiting the front wheel control system from increasing torque, and an inhibit rear wheel torque up signal for inhibiting the rear wheel control system from increasing torque.
7. The method of claim 1, wherein the recovery threshold is selected from any one of 750-850 Nm.
8. The method of claim 1, wherein the step of generating a disable torque up signal to prevent the drag torque control system from increasing torque in response to determining that the wheel is passing through the deceleration strip comprises:
and (3) timing the duration of the forbidden uplink torque signal, and clearing the forbidden uplink torque signal after the duration reaches a preset duration.
9. A vehicle torque control apparatus, characterized by comprising: a 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 according to 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 executed by a processor, implements the steps of the vehicle torque control method according to any one of claims 1 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111029903.9A CN113561797B (en) | 2021-09-02 | 2021-09-02 | Vehicle torque control method, apparatus, and readable storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111029903.9A CN113561797B (en) | 2021-09-02 | 2021-09-02 | Vehicle torque control method, apparatus, and readable storage medium |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113561797A CN113561797A (en) | 2021-10-29 |
| CN113561797B true CN113561797B (en) | 2023-08-25 |
Family
ID=78173461
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111029903.9A Active CN113561797B (en) | 2021-09-02 | 2021-09-02 | Vehicle torque control method, apparatus, and readable storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113561797B (en) |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| KR20180058322A (en) * | 2016-11-24 | 2018-06-01 | 현대자동차주식회사 | Brake control system and method for electric vehicle |
| 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 |
| 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 |
| JP2021078217A (en) * | 2019-11-07 | 2021-05-20 | 株式会社デンソー | Braking control device |
| 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 |
| 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 |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR102370908B1 (en) * | 2017-07-03 | 2022-03-07 | 현대자동차주식회사 | Smart Cruse Method using Road Surface Adaptability and Advance Smart Cruse System thereby |
-
2021
- 2021-09-02 CN CN202111029903.9A patent/CN113561797B/en active Active
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20180058322A (en) * | 2016-11-24 | 2018-06-01 | 현대자동차주식회사 | Brake control system and method for electric vehicle |
| 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 |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113561797A (en) | 2021-10-29 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108515960B (en) | Sliding energy recovery method, device and system | |
| US8370038B2 (en) | Vehicle subsystem control method and apparatus | |
| CN108001453B (en) | Method and system for identifying high-energy-consumption driving behaviors | |
| US9387844B2 (en) | Environment-based anti-lock braking system | |
| CN111196269B (en) | Vehicle operation control method and device and computer readable storage medium | |
| KR101905568B1 (en) | Apparatus for controlling cornering of vehicle and method thereof | |
| CN115489334B (en) | Energy recovery negative torque control method, device, computer equipment and storage medium | |
| JP2620310B2 (en) | Wheel behavior detector | |
| GB2548102A (en) | Braking control system | |
| JP3198994B2 (en) | Vehicle acceleration detector | |
| CN113561797B (en) | Vehicle torque control method, apparatus, and readable storage medium | |
| CN110103954B (en) | Electric control-based automobile rear-end collision prevention early warning device and method | |
| KR102067216B1 (en) | Method and device for detecting a situation in which a motor vehicle is driving over a poor road surface | |
| FR2638403A1 (en) | CIRCUIT CONFIGURATION FOR A MOTOR VEHICLE HAVING TRACTION SLIDER REGULATION | |
| CN105313705A (en) | Method and apparatus for controlling drive motor | |
| DE102011112422A1 (en) | Method for a vehicle safety system and corresponding device | |
| US11247626B2 (en) | Method for controlling a passenger protection device | |
| US20060265108A1 (en) | Vehicle dynamics regulation system adapted to the rolling behaviour of a vehicle | |
| JP5500963B2 (en) | Collision damage reduction device | |
| CN112776608A (en) | Coasting energy recovery control system and coasting energy recovery control method | |
| CN114919365A (en) | Vehicle semi-active suspension control method and device, vehicle and medium | |
| CN105857303A (en) | Method and system for preventing vehicle sideslip | |
| RU2398694C2 (en) | Method and device to control driver style-sensitive automotive subsystem | |
| KR101865721B1 (en) | Apparatus and method for controlling motor torque | |
| KR101196893B1 (en) | Method for detecting variation of road surface in traction control system of vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| CB02 | Change of applicant information |
Address after: 510000 No.8 Songgang street, Cencun, Tianhe District, Guangzhou City, Guangdong Province Applicant after: GUANGZHOU XIAOPENG MOTORS TECHNOLOGY Co.,Ltd. Address before: 510000 No. 8, Songgang Avenue, Cencun, Tianhe District, Guangzhou, Guangdong Applicant before: GUANGZHOU XIAOPENG MOTORS TECHNOLOGY Co.,Ltd. |
|
| CB02 | Change of applicant information | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |