CN117162801A - Vehicle torque regulation and control method and device, new energy automobile and storage medium - Google Patents

Abstract

The application relates to the field of new energy automobiles, and provides a vehicle torque regulation and control method and device, a new energy automobile and a storage medium. The method comprises the following steps: screening out a target order in a network vehicle-restraining mode; if the vehicle is monitored to be in the energy recovery working condition, controlling the vehicle to enter a first regulation mode, determining a recovery torque attenuation factor and sending the recovery torque attenuation factor to a motor controller, so that the motor controller gradually reduces the whole vehicle sliding recovery torque value of a driving motor through a transmission system according to the recovery torque attenuation factor; if the vehicle is in the driving working condition, the vehicle is controlled to enter a second regulation and control mode, the driving torque attenuation gradient is determined and sent to the motor controller, and the motor controller carries out gradient attenuation on the whole vehicle required torque of the driving motor through the transmission system according to the driving torque attenuation gradient. The application can realize more intelligent vehicle torque regulation and control, better promote the convenience of the network about vehicle operation, and simultaneously promote the safety and the comfort of the network about vehicle trip.

Description

Vehicle torque regulation and control method and device, new energy automobile and storage medium

Technical Field

The application relates to the field of new energy automobiles, in particular to a vehicle torque regulating method and device, a new energy automobile and a storage medium.

Background

In recent years, with the rapid development of the automobile industry and the internet technology, internet car-surfing has become an important transportation way for people to travel. Each cart enterprise also sequentially pushes out a special network bus version vehicle type special for the travel market.

At present, most of network vehicle special supply version vehicle types are basically only adapted and adjusted to relevant hardware configuration of mass production vehicle types, for example, a common hinge side door is replaced by a side sliding door which is more convenient to get on or off, and a special/larger luggage placing space is arranged in the vehicle.

However, software-based vehicle dynamics response, occupant monitoring, and other comfort safety control systems have been less studied. For example, how to realize more intelligent vehicle torque regulation and control to promote the convenience of net about car operation better, promote the security and the travelling comfort of net about car trip simultaneously.

Disclosure of Invention

In view of the above, the embodiment of the application provides a vehicle torque regulation and control method, a device, a new energy automobile and a storage medium, which aim to realize more intelligent vehicle torque regulation and control, better promote the convenience of network vehicle operation and promote the safety and comfort of network vehicle travel.

In a first aspect of an embodiment of the present application, a method for controlling torque of a vehicle is provided, including:

in a network vehicle-restraining mode, acquiring the current vehicle position, the residual electric quantity value of a battery pack, the average energy consumption value and a network vehicle-restraining order set of the vehicle, wherein the network vehicle-restraining order set comprises a plurality of first candidate orders, and each first candidate order at least comprises a passenger receiving position and a passenger falling position;

screening a target order from a plurality of first candidate orders according to the current vehicle position, the battery pack residual electricity value and the average energy consumption value, wherein the target order comprises a target passenger receiving position and a target passenger falling position;

if the fact that the vehicle has run to the target passenger receiving position is monitored, passengers get on the vehicle and seat the vehicle is in an energy recovery working condition, acquiring a whole vehicle sliding recovery torque value of a driving motor of the vehicle, controlling the vehicle to enter a first regulation mode, determining a recovery torque attenuation factor, and sending the recovery torque attenuation factor to a motor controller, so that the motor controller gradually reduces the whole vehicle sliding recovery torque value of the driving motor through a transmission system according to the recovery torque attenuation factor;

if the vehicle is in a driving working condition, the whole vehicle required torque of a driving motor of the vehicle is obtained, the vehicle is controlled to enter a second regulation mode, a driving torque attenuation gradient is determined, and the driving torque attenuation gradient is sent to a motor controller, so that the motor controller carries out gradient attenuation on the whole vehicle required torque of the driving motor through a transmission system according to the driving torque attenuation gradient.

In a second aspect of an embodiment of the present application, there is provided a vehicle torque control apparatus including:

the acquisition module is configured to acquire the current vehicle position, the battery pack residual electricity value, the average energy consumption value and the network vehicle order set of the vehicle in the network vehicle-restraining mode, wherein the network vehicle order set comprises a plurality of first candidate orders, and each first candidate order at least comprises a passenger receiving position and a passenger falling position;

the screening module is configured to screen target orders from the first candidate orders according to the current vehicle position, the battery pack residual electricity value and the average energy consumption value, wherein the target orders comprise a target passenger receiving position and a target passenger falling position;

the first regulation and control module is configured to acquire a whole vehicle sliding recovery torque value of a driving motor of the vehicle and control the vehicle to enter a first regulation and control mode if the vehicle is monitored to travel to reach a target passenger receiving position and the passenger is monitored to get on the vehicle to seat and the vehicle is in an energy recovery working condition, determine a recovery torque attenuation factor and send the recovery torque attenuation factor to the motor controller, so that the motor controller gradually reduces the whole vehicle sliding recovery torque value of the driving motor through a transmission system according to the recovery torque attenuation factor;

The second regulation and control module is configured to acquire the whole vehicle required torque of the driving motor of the vehicle if the vehicle is in the driving working condition, control the vehicle to enter a second regulation and control mode, determine a driving torque attenuation gradient, and send the driving torque attenuation gradient to the motor controller so that the motor controller carries out gradient attenuation on the whole vehicle required torque of the driving motor through the transmission system according to the driving torque attenuation gradient.

In a third aspect of the embodiment of the application, a new energy automobile is provided, which comprises an entire automobile controller, a motor controller, a driving motor and a transmission system;

the whole vehicle controller is used for realizing the vehicle torque regulation method of the first aspect so as to send the recovered torque attenuation factor or the driving torque attenuation gradient to the motor controller;

the motor controller is used for gradually reducing the whole vehicle sliding recovery torque value of the driving motor through the transmission system according to the recovery torque attenuation factor, or carrying out gradient attenuation on the whole vehicle required torque of the driving motor through the transmission system according to the driving torque attenuation gradient.

In a fourth aspect of the embodiments of the present application, there is provided a computer readable storage medium storing a computer program which, when executed by a processor, implements the steps of the above method.

Compared with the prior art, the embodiment of the application has the beneficial effects that: on one hand, in the embodiment of the application, the target order is screened from the first candidate orders in the network vehicle order set according to the current vehicle position, the battery pack residual electricity value and the average energy consumption value in the network vehicle order mode, so that the travel efficiency of the network vehicle can be improved, and the problem that the travel cannot be completed normally or efficiently due to factors such as the vehicle endurance mileage is avoided. On the other hand, the embodiment of the application judges the current working condition of the vehicle after the vehicle is monitored to reach the target passenger receiving position and the passenger is monitored to get on the vehicle to be seated, and controls the vehicle to enter different regulation and control modes according to the specific working condition of the vehicle, so that more intelligent vehicle torque regulation and control are realized, the convenience of the network vehicle-restraining operation can be better improved, and the safety and the comfort of the network vehicle-restraining travel are improved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic view of an application scenario according to an embodiment of the present application;

FIG. 2 is a schematic flow chart of a method for regulating and controlling vehicle torque according to an embodiment of the present application;

FIG. 3 is a schematic diagram of a planned driving route for a first candidate order in a vehicle torque control method according to an embodiment of the present application;

FIG. 4 is a schematic diagram of a merged driving route of a target order in a vehicle torque adjustment method according to an embodiment of the present application;

FIG. 5 is a schematic diagram of a vehicle torque modulation device according to an embodiment of the present application;

fig. 6 is a schematic structural diagram of a new energy automobile according to an embodiment of the present application;

fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth such as the particular system architecture, techniques, etc., in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

The following describes in detail a vehicle torque control method, a device and a new energy vehicle according to an embodiment of the application with reference to the accompanying drawings.

Fig. 1 is a schematic view of an application scenario according to an embodiment of the present application. The application scenario may include a new energy automobile 101 and a dispatch system 102. The new energy automobile 101 and the dispatch system 102 can be connected through a network. The network may be a wired network using coaxial cable, twisted pair and optical fiber connection, or may be a wireless network capable of implementing interconnection of various communication devices without wiring, for example, bluetooth (Bluetooth), near field communication (Near Field Communication, NFC), infrared (Infrared), etc., which is not limited by the embodiment of the present application.

The new energy automobile 101 includes, but is not limited to, a whole vehicle controller (Vehicle control unit, abbreviated as "VCU"), IVI, a battery pack, a motor controller, a driving motor, a transmission system, and the like.

IVI (In-vehicle info ainment), i.e. In-vehicle infotainment system. Typically an on-board central control device with a display screen.

The dispatch system generally refers to a third party service platform, such as a drop-out platform, a group taxi taking platform, etc.

In an application scenario, when the new energy automobile 101 receives the network vehicle-restraining mode starting information sent by the IVI through the whole vehicle controller, it can be determined that the vehicle is in the network vehicle-restraining mode, at this time, the whole vehicle controller can further collect the battery pack residual electricity value of the battery pack, obtain the average energy consumption value of the vehicle, and meanwhile, can receive the network vehicle-restraining order set sent by the dispatching system 102. Then, the whole vehicle controller screens out target orders from a plurality of first candidate orders according to the current vehicle position, the residual electricity value of the battery pack and the average energy consumption value, wherein the target orders comprise a target passenger receiving position and a target passenger falling position; if the vehicle controller monitors that the vehicle has run to the target passenger receiving position, monitors that passengers get on the vehicle and seat the vehicle is in an energy recovery working condition, acquiring a vehicle sliding recovery torque value of a driving motor of the vehicle, controlling the vehicle to enter a first regulation mode, determining a recovery torque attenuation factor, and sending the recovery torque attenuation factor to the motor controller, so that the motor controller gradually reduces the vehicle sliding recovery torque value of the driving motor through a transmission system according to the recovery torque attenuation factor; if the vehicle is in a driving working condition, the whole vehicle required torque of a driving motor of the vehicle is obtained, the vehicle is controlled to enter a second regulation mode, a driving torque attenuation gradient is determined, and the driving torque attenuation gradient is sent to a motor controller, so that the motor controller carries out gradient attenuation on the whole vehicle required torque of the driving motor through a transmission system according to the driving torque attenuation gradient. Through the mode, the travel efficiency of the net vehicle can be improved, the problem that the travel cannot be completed normally or efficiently due to factors such as the vehicle endurance mileage is avoided, more intelligent vehicle torque regulation and control can be realized, the convenience of the net vehicle operation can be improved better, and the safety and the comfort of the net vehicle travel are improved.

Fig. 2 is a schematic flow chart of a vehicle torque control method according to an embodiment of the present application. The vehicle torque regulation method of fig. 2 may be executed by the whole vehicle controller in the new energy automobile 101 of fig. 1. As shown in fig. 2, the vehicle torque regulation method includes the steps of:

in step S201, in the network vehicle-restraining mode, a current vehicle position, a battery pack residual electricity value, an average energy consumption value, and a network vehicle-restraining order set are obtained, wherein the network vehicle-restraining order set includes a plurality of first candidate orders, and each first candidate order includes at least a passenger receiving position and a passenger dropping position.

The network about car mode generally refers to an operation mode/business mode of the network about car. The network taxi-taking mode can be subdivided into a taxi mode, a express mode, a windward mode and a special vehicle mode; or a C2C mode (i.e. the company provides an independent third party business car service platform, matches and forms transactions with users with car service providers (such as private car owners, car rental companies, etc.) with car demands through websites or mobile terminal apps), a B2C mode (users are served by private car companies 'own vehicles and professional drivers, similar to the taxi companies' own).

The whole vehicle controller can monitor the residual electric quantity value of the battery pack in real time and read the residual SOC value of the battery pack (namely the residual electric quantity value of the battery pack).

The average energy consumption value generally refers to a hundred kilometer energy consumption average value estimated by the whole vehicle controller based on the running working condition of the vehicle.

In an embodiment, the whole vehicle controller is automatically connected to the dispatch system 102 when receiving the network contract vehicle mode starting information sent by the IVI, and obtains the network contract vehicle order set issued by the dispatch system 102.

The receiving position is the position where the passenger gets on the vehicle. The passenger drop position is the position where the passenger gets off the vehicle.

Each first candidate order may include basic information of the passenger (e.g., contact phone, passenger name, etc.), a planned travel route, etc., in addition to the pickup location, drop location, etc.

In some embodiments, the whole vehicle controller can respectively identify the pupil opening and blink frequency of the driver through the DMS (driver monitoring system) driver monitoring system and the in-vehicle camera. If the pupil opening of the driver is identified to be smaller than a preset threshold (for example, 20mm and the like) or the blink frequency is identified to be smaller than the preset threshold (for example, 1 time/second), immediately sending a steering wheel vibration request to a BCM (Body Control Module, a vehicle body control module), and simultaneously requesting a main driving side sound and instrument to carry out acousto-optic prompt so as to timely remind the driver of fatigue, distraction and the like. At the same time, the vehicle controller may send a suspension order request to the order system 102. The dispatch system 102, upon receiving the suspension order request, will not temporarily issue a network order set to the vehicle controller. When the vehicle controller identifies that the pupil opening of the driver is greater than or equal to a preset threshold (for example, 20mm, etc.) or the blink frequency is greater than or equal to a preset threshold (for example, 1 time/second), the vehicle controller sends a receipt application to the order dispatching system 102, and at this time, the order dispatching system 102 can issue a network vehicle order set to the vehicle controller when receiving the receipt application.

Before order receiving, the whole vehicle controller respectively identifies the pupil opening and blink frequency of the driver through the DMS driver monitoring system and the in-vehicle camera, so that the driver can be guaranteed to send an order receiving application to the order sending system 102 and receive the network vehicle order set issued by the order sending system 102 under the state of non-fatigue driving, fatigue driving of the driver for order receiving can be effectively avoided, and trip safety of the driver and passengers is guaranteed.

Step S202, a target order is selected from a plurality of first candidate orders according to the current vehicle position, the battery pack residual electricity value and the average energy consumption value, wherein the target order comprises a target passenger receiving position and a target passenger falling position.

Step S203, if it is monitored that the vehicle has traveled to the target passenger receiving position, it is monitored that the passenger gets on the vehicle to seat, and the vehicle is in the energy recovery working condition, the whole vehicle sliding recovery torque value of the driving motor of the vehicle is obtained, the vehicle is controlled to enter a first regulation mode, the recovery torque attenuation factor is determined, and the recovery torque attenuation factor is sent to the motor controller, so that the motor controller gradually reduces the whole vehicle sliding recovery torque value of the driving motor through the transmission system according to the recovery torque attenuation factor.

The energy recovery working condition is that the train is in a working condition of sliding energy recovery or braking energy recovery.

The whole vehicle coast recovery torque value is the maximum coast energy recovery torque allowed by the whole vehicle.

The recovered torque attenuation factor refers to the magnitude of the recovered torque value of the whole vehicle sliding energy under the same vehicle speed and brake master cylinder pressure, namely the proportionality coefficient between the recovered torque value of the whole vehicle sliding energy after the reduction and the recovered torque value of the whole vehicle sliding energy before the reduction is 0-1. The recovered torque attenuation factor can be calibrated and determined according to the driving performance and riding comfort of the real vehicle.

As an example, assuming that the vehicle coast recovery torque value is T1 and the recovery torque attenuation factor is α, the target coast recovery torque value t2=t1×α. The motor controller gradually reduces the whole vehicle sliding recovery torque value of the driving motor through the transmission system according to the recovery torque attenuation factor, specifically, the motor controller can calculate a target sliding recovery torque value T2 according to the formula, and then gradually reduces the whole vehicle sliding recovery torque value T1 of the driving motor to the target sliding recovery torque value T2 through the transmission system.

The first regulation mode may be understood as a mode of energy recovery torque limitation.

Step S204, if the vehicle is in a driving working condition, the whole vehicle required torque of a driving motor of the vehicle is obtained, the vehicle is controlled to enter a second regulation mode, a driving torque attenuation gradient is determined, and the driving torque attenuation gradient is sent to a motor controller, so that the motor controller carries out gradient attenuation on the whole vehicle required torque of the driving motor through a transmission system according to the driving torque attenuation gradient.

The driving working condition is the working condition that the train car runs under the power driving.

The drive torque decay gradient, i.e. the rate of change of the decrease in the vehicle demand torque, is understood to be how long the vehicle demand torque decreases from a certain initial torque value to another torque value. For example, the vehicle demand torque is reduced from an initial torque value of minus 1000 nm to minus 500 nm in 500 ms, i.e., the drive torque decay gradient is minus 1 nm/ms.

According to the technical scheme provided by the embodiment of the application, on one hand, in the network vehicle-restraining mode, the target order is screened out from the first candidate orders in the network vehicle-restraining order set according to the current vehicle position, the battery pack residual electricity value and the average energy consumption value, so that the travel efficiency of the network vehicle-restraining can be improved, and the problem that the travel cannot be completed normally or efficiently due to factors such as the vehicle endurance mileage is avoided. On the other hand, the embodiment of the application judges the current working condition of the vehicle after the vehicle is monitored to reach the target passenger receiving position and the passenger is monitored to get on the vehicle to be seated, and controls the vehicle to enter different regulation and control modes according to the specific working condition of the vehicle, so that more intelligent vehicle torque regulation and control are realized, the convenience of the network vehicle-restraining operation can be better improved, and the safety and the comfort of the network vehicle-restraining travel are improved.

In some embodiments, the step S202 specifically includes:

calculating the remaining driving mileage of the vehicle according to the remaining electricity value and the average energy consumption value of the battery pack;

searching the energy supplementing station position closest to the passenger falling position in each first candidate order;

and screening target orders from the plurality of first candidate orders according to the remaining driving mileage, the current vehicle position, the passenger receiving position, the passenger falling position, the energy supplementing station position and the preset redundant mileage of each first candidate order.

First, the battery pack residual electrical quantity value phi may be based on the battery pack capacity C _soc And calculating the remaining driving range L of the vehicle according to the average energy consumption value tau and the formula (1).

In the formula (1), C represents the battery pack capacity in kilowatt-hours (kW.h), and is determined according to the vehicle configuration parameters; phi (phi) _soc Representing a battery pack remaining power value (i.e., a battery pack remaining SOC value); τ represents the average energy consumption of the vehicle, and is a hundred kilometer energy consumption value calculated by the VCU based on the driving working condition, wherein the unit is kilowatt-hour/100 kilometers (kW.h/100 km).

As an example, assume that the net appointment vehicle order set currently received by the overall vehicle controller includes a first candidate order 01, 02, 03, 04, 05. The planned travel routes of the first candidate orders 01, 02, 03, 04, 05 are shown as first travel routes 01, 02, 03, 04, and 05 in fig. 3, respectively. Point a represents the current vehicle position. Taking the first candidate order 01 as an example, the order of the path nodes of the first travel route 01 is A- & gtB 1- & gtC 1- & gtD 1, wherein a point B1 represents the pickup position of the first candidate order 01, a point C1 represents the drop position of the first candidate order 01, and a point D1 represents the energy supplementing station position closest to the drop position in the first candidate order 01. The energy replenishment station location is generally referred to as a charging service station location or a fueling service station location.

For example, the vehicle controller may search for energy compensating stations near the passenger drop position (point C1) according to the first driving route 01 corresponding to the first candidate order 01 in the network appointment vehicle order set issued by the dispatching system 102, and then calculate the distance value between the point C1 and each energy compensating station, where the position of the energy compensating station with the smallest distance value is the energy compensating station position closest to the passenger drop position (point C1) of the first candidate order 01.

Similarly, the energy compensating station positions closest to the passenger position in the first candidate orders 02, 03, 04, and 05 can be searched in the above manner, and will not be described herein. For example, the nearest energy replenishment station locations in the first candidate order 02, 03, 04, 05 to their drop locations are points D1, D2, D3, and D3, respectively.

Next, for each first candidate order, calculating a first driving distance according to the current vehicle position and the passenger receiving position, calculating a second driving distance according to the passenger receiving position and the passenger falling position, and calculating a third driving distance according to the passenger falling position and the energy supplementing station position; calculating the sum of the driving mileage of each first candidate order according to the first driving mileage, the second driving mileage, the third driving mileage and the preset redundant mileage; screening at least one second candidate order from the plurality of first candidate orders according to the sum of the driving mileage and the remaining driving mileage; one or more of the at least one second candidate orders is selected as a target order.

As an example, taking the first candidate order 01 as an example, calculating the first driving range L1, i.e. the path length of a→b1, according to the position information of the point a and the point B1 in the first driving route 01 of the first candidate order 01; calculating a second driving mileage L2, namely the path length from B1 to C1 according to the position information of the point B1 and the point C1; based on the position information of the point C1 and the point D1, a third driving distance L3, that is, a path length of c1→d1 is calculated.

In order to improve the travel efficiency of the network vehicle, avoid the situation that the travel cannot be normally or efficiently completed due to factors such as the continuous mileage of the vehicle, and simultaneously avoid the situation that the energy of the vehicle is completely exhausted without reaching the energy supplementing station, a redundant mileage is generally set, and the redundant mileage can be flexibly set according to actual conditions and can be generally set to be 1-30 km. The redundant mileage can be understood as a mileage which can be recorded as L4 after the vehicle meets each path node of the target driving route corresponding to the target order and reaches the target energy supplementing station position closest to the target passenger position, and the vehicle can be supported by energy to drive for a period of mileage.

Calculating a total mileage L for the first candidate order 01 according to formula (2) ₀₁ 。

L ₀₁ ＝L1+L2+L3+L4 (2)。

Similarly, the sum L of the mileage with respect to the second candidate order 02, 03, 04, 05 ₀₂ 、L ₀₃ 、L ₀₄ And L ₀₅ Reference may be made to the total mileage L of the first candidate order 01 ₀₁ Is calculated by the calculation method of (c), and is not described in detail herein.

In the first case, if the remaining range L of the vehicle is greater than or equal to the sum of the ranges of any of the first candidate orders 01, 02, 03, 04, 05, then each of the first candidate orders 01, 02, 03, 04, 05 may be determined to be a second candidate order, and each of the second candidate orders 01, 02, 03, 04, 05 may be recorded. Then, the vehicle controller further searches whether two second candidate orders with L being larger than or equal to the sum of any two driving ranges exist or not, or (2) three second candidate orders with L being larger than or equal to the sum of any three driving ranges are met, or (3) four second candidate orders with L being larger than or equal to the sum of any four driving ranges are met, or (4) the situation that L being larger than or equal to the sum of the five driving ranges is met. If none of the four conditions (1), (2), (3) and (4) is satisfied, one of the second candidate orders 01, 02, 03, 04 and 05 may be randomly selected as the target order. For example, a second candidate order 01 (corresponding to the first candidate order 01) may be selected as the target order.

The second case, if the above case (1) is satisfied, is assumed that L.gtoreq.L ₀₁ +L ₀₂ Or L is greater than or equal to L ₀₄ +L ₀₅ Then, the second candidate order 01 and the second candidate order 02 may be selected as target orders, or the second candidate order 04 and the second candidate order 05 may be selected as target orders. For example, assuming that the second candidate order 01 and the second candidate order 02 are selected as target orders, the overall vehicle controller may further perform a merging adjustment on the first travel route 01 and the second travel route 02, resulting in a merged travel route 01 as shown in fig. 4.

Similarly, if one or more of the cases (2), (3) and (4) are satisfied, the related travel routes may be combined and adjusted by referring to the processing manner of the second case, so as to obtain corresponding combined travel routes, which are not described herein.

In some embodiments, the real-time road traffic information of the driving path corresponding to each second candidate order may be further obtained, and one or more second candidate orders are selected from at least one second candidate order as the target order in combination with the real-time road traffic information, so that the real-time traffic state is fully considered, and the completion efficiency and quality of the order are improved, thereby improving the travel experience of the passengers.

In some embodiments, the recovered torque attenuation factor may be determined according to the following steps:

monitoring the real-time speed of the vehicle and the real-time brake master cylinder pressure value;

and determining a recovery torque attenuation factor based on the real-time vehicle speed and the real-time brake master cylinder pressure value.

In practical applications, the corresponding relation table of the vehicle speed, the brake master cylinder pressure value and the recovered torque attenuation factor can be calibrated and confirmed in advance according to the actual vehicle drivability and riding comfort, and is shown in the following table 1.

TABLE 1 correspondence table of vehicle speed, brake master cylinder pressure value and recovered torque attenuation factor

In one example, in combination with Table 1 above, assume that the vehicle controller monitors the real-time vehicle speed I V of the vehicle ₁ Real-time brake master cylinder pressure value P ₁ Then the corresponding recovered torque attenuation factor is determined to be alpha via table lookup 1 ₁₁ 。

In some embodiments, in the step S203, the step of gradually reducing the vehicle coasting recovery torque value according to the recovery torque attenuation factor includes:

collecting facial feature information of passengers in a vehicle;

if the passenger in the vehicle is determined to be a special care passenger according to the facial feature information, the recovery torque attenuation factor is adjusted to obtain an adjusted recovery torque attenuation factor;

And sending the adjusted recovery torque attenuation factor to the motor controller, so that the motor controller gradually reduces the whole vehicle sliding recovery torque value of the driving motor through the transmission system according to the adjusted recovery torque attenuation factor.

The facial feature information is facial feature information, and mainly comprises facial contour feature points, facial feature points, skin state information, hair color and the like.

Special care passengers are usually old people, children, pregnant women or body-holding persons.

As an example, assume that the determined regenerative torque decay factor is α based on the monitored real-time vehicle speed and real-time master cylinder pressure value ₁₁ The whole vehicle controller collects facial feature information of passengers in the vehicle through the vehicle camera, and confirms that the passengers in the vehicle are special care passengers (such as old people with the age of about 70 years) through analysis, so that the recovery torque attenuation factor can be properly set as alpha ₁₁ Adjusting to obtain an adjusted recovery torque attenuation factor alpha' ₁₁ . Then, the adjustment is recovered by a torque attenuation factor alpha' ₁₁ Is sent to the motor controller, so that the motor controller can recover the torque attenuation factor alpha 'according to the adjustment' ₁₁ The whole vehicle sliding recovery torque value of the driving motor is gradually reduced through the transmission system.

In some embodiments, if the target pick-up location and/or the target drop-off location of the target order is a hospital or school (e.g., kindergarten, elementary school, or junior middle school), the recovery torque attenuation factor may also be appropriately alpha ₁₁ And the adjustment and recovery torque attenuation factor alpha' is obtained by enlarging " ₁₁ 。

In the embodiment of the application, if the whole vehicle controller confirms that the passengers in the vehicle are special care passengers by identifying the facial feature information of the passengers in the vehicle, the whole vehicle controller can be adjusted on the basis of the recovered torque attenuation factors obtained through the look-up table so as to slow down the whole vehicle sliding energy recovery torque value under the same speed and brake master cylinder pressure value, so that the deceleration value caused by the energy recovery negative torque is smaller when the vehicle slides and brakes, the riding discomfort caused by frequent acceleration and deceleration of the vehicle when the vehicle runs in an urban area is avoided, the dizziness caused by the too fast change of the negative torque of the vehicle when the passengers in the vehicle are slowed down, and the driving behavior specification and the safety in the driving process are ensured.

In some embodiments, determining the drive torque decay gradient includes:

acquiring a whole vehicle required torque value, a last period torque output value and a standard driving torque attenuation gradient of a vehicle in a network vehicle-restraining mode;

Setting a driving torque gradient attenuation factor according to the whole vehicle required torque value and the last period torque output value;

and determining the driving torque attenuation gradient of the vehicle in the net-about mode according to the standard driving torque gradient and the driving torque gradient attenuation factor.

The driving mode of the automobile is mainly divided into three modes of a standard mode, an economy mode and a sport mode.

In the standard mode, the driving schedule used by the vehicle is in the most standard condition, and the fuel injectors, throttle valves, etc. in the automobile do not change at all. The mode has certain oil saving capacity and certain dynamic property. Standard modes are commonly used in urban or rural areas.

In the economy mode, the vehicle can comprehensively judge the working conditions with influence on oil consumption, such as automobile speed, engine speed, gearbox gear and the like. When the vehicle runs, the ECU control unit calculates the optimal fuel quantity to provide the optimal fuel quantity for the engine to do work, so that the fuel consumption can be effectively reduced. Generally, the economic mode is adopted when the vehicle runs on the expressway.

Under the motion mode, the steering wheel of the vehicle becomes heavy, the rigidity of the suspension becomes large, the upshift has the conditions of delay and the like, so that the stability of the vehicle is higher when the vehicle runs, the rotating speed of the engine of the vehicle is higher, the engine is in an accelerating state at any time, the refueling has a quick response speed, and a better driving effect can be obtained, so that more power can be obtained. Generally, a motion mode is adopted in mountain roads, muddy road sections and climbing slopes.

The standard driving torque attenuation gradient refers to a normal driving torque attenuation gradient of the vehicle in the net-vehicle mode.

The driving torque gradient damping factor is a reduction ratio indicating the driving torque gradient. For example, the standard drive torque decay gradient is 5 nm/ms and the drive torque gradient decay factor is 0.5, then the standard drive torque decay gradient is reduced from 5 nm/ms to 2.5 nm/ms by a factor of two. The value range of the driving torque gradient attenuation factor is 0-1, and generally 0.5-0.8.

According to the whole vehicle required torque value and the last period torque output value, a driving torque gradient attenuation factor is set, specifically, a torque difference value between the whole vehicle required torque value and the last period torque output value can be calculated, and then, according to the torque difference value, table lookup is carried out to set the driving torque gradient attenuation factor.

The driving torque attenuation gradient is the product of the standard driving torque attenuation gradient and the driving torque gradient attenuation factor. For example, the standard drive torque decay gradient is 5 nm/ms, the drive torque gradient decay factor is 0.5, and then the drive torque decay gradient is 2.5 nm/ms.

When the driving torque gradient attenuation factor is equal to 1, the driving torque gradient is the fastest gradient of the whole vehicle calibration. The motor controller controls the driving torque output gradient of the driving motor through a traditional system to execute output according to the fastest gradient calibrated by the whole vehicle.

When the driving torque gradient attenuation factor is equal to 0, the driving torque gradient is the slowest gradient of the whole vehicle calibration. The motor controller controls the driving torque output gradient of the driving motor through a traditional system to execute output according to the slowest gradient of the whole vehicle calibration.

In the embodiment of the application, the vehicle is in the network vehicle-restraining mode, and the default vehicle adopts the economic mode currently.

In some embodiments, in the step S204, the driving torque attenuation gradient is sent to the motor controller, so that the motor controller performs gradient attenuation on the whole vehicle demand torque according to the driving torque attenuation gradient, including:

calculating the remaining arrival mileage of the vehicle from the current vehicle position to the target passenger position;

if the remaining arrival mileage is less than or equal to a preset mileage threshold value, the driving torque attenuation gradient is adjusted to obtain an adjusted driving torque attenuation gradient;

and sending the adjustment driving torque attenuation gradient to the motor controller so that the motor controller carries out gradient attenuation on the whole vehicle required torque of the driving motor through the transmission system according to the adjustment driving torque attenuation gradient.

The preset mileage threshold value can be flexibly set according to practical situations, for example, can be set to 3km, 5km, 10km and the like, and is not particularly limited.

As an example, assuming that the driving torque attenuation gradient is 2.5 nm/ms, the remaining arrival mileage is 3km, which is smaller than the preset mileage threshold (e.g., 5 km), at this time, the driving torque attenuation gradient may be adjusted in combination with the real-time speed of the vehicle, the road conditions outside the vehicle, etc., for example, the driving torque attenuation gradient is adjusted from 2.5 nm/ms to 2 nm/ms, so as to obtain the adjusted driving torque attenuation gradient, and the adjusted driving torque attenuation gradient is sent to the motor controller, so that the motor controller performs gradient attenuation on the whole vehicle required torque of the driving motor through the transmission system according to 2 nm/ms, so as to further reduce the dizziness caused by too fast vehicle torque variation when the passenger takes, and meanwhile, ensure the driving behavior specification and safety in the driving process, and improve the traveling experience of the passenger.

In some embodiments, in the whole process of passenger carrying driving, the whole vehicle controller can respectively identify the pupil opening and blink frequency of the driver and the passenger by the DMS driver monitoring system and the in-vehicle camera, so as to execute different control strategies. For example, in the passenger carrying process, if it is identified that the pupil opening of the passenger is smaller than a preset threshold (e.g. 20 mm) or the blink frequency is greater than or equal to the preset threshold (e.g. 1 time/second), a request for closing the window, closing the lighting lamp in the vehicle and turning down the sound volume may be sent to the BCM, and at the same time, the IVI is requested to display that the passenger rest mode is notified to the driver. When the VCU estimates that the time to reach the target passenger drop location is lower than a preset time threshold (e.g., 3 minutes) through the map provided by the dispatch system 102 after detecting that the passenger rest mode is on, the VCU may request the voice prompt for the passenger to be about to reach the destination and request the BCM to turn on the lights in the passenger's location.

In some embodiments, when the departure place or destination of the target order confirmed by the VCU is a hospital, or the facial features of the passenger in the vehicle are recognized to be in accordance with the facial features of the old and the child through the in-vehicle camera, a control request may be sent to the air conditioner controller, so that the air conditioner controller controls the air conditioner temperature to rise to a preset temperature threshold value, the fan wind speed gear is reduced to the preset threshold value, and meanwhile, the in-vehicle and out-of-vehicle circulation function is started, so that the in-vehicle environment is relatively suitable, and the riding comfort of the passenger can be better improved.

In some embodiments, when the VCU determines that the smoke concentration in the vehicle exceeds the standard according to the received smoke concentration in the vehicle identified by the vehicle-mounted smoke sensor, a control start instruction is initiated to the BCM air purification device, an open outer circulation state instruction is sent to the air conditioning system, so as to quickly clean the environment in the vehicle, and a prompt control request is sent to the IVI, and the IVI prompts the passengers to prohibit smoking through the passenger multifunctional display screen and the sound system.

In some embodiments, after the VCU monitors that the vehicle arrives at the target passenger landing position, the ADAS camera and the radar system can monitor the conditions of the vehicle and the vehicle behind the vehicle, and when the vehicle or the pedestrian passes through the vehicle side or behind the vehicle, the control sound system is requested to carry out safety warning on the passengers in the vehicle.

In summary, according to the technical scheme provided by the embodiment of the application, based on the common working condition scene of the network appointment vehicle, a plurality of first candidate orders in the network appointment vehicle order set issued by the dispatch system are screened and target orders are determined according to the actual state of the vehicle, the outside environment of the vehicle and the characteristics of passengers in the vehicle, so that the travel efficiency can be effectively improved. By means of the method, after the fact that the vehicle reaches the target passenger receiving position after the vehicle is driven is monitored, the fact that passengers get on the vehicle to sit on the vehicle is monitored, the fact that the vehicle is in what working condition is currently is judged, and the vehicle is controlled to enter different regulating modes according to the working condition of the vehicle, so that more intelligent vehicle torque regulation is achieved, convenience in running of the net about vehicle can be improved better, and meanwhile safety and comfort in traveling of the net about vehicle are improved. By monitoring the conditions of the passengers and the drivers in the vehicle and executing different control strategies on the drivers and the passengers in the vehicle respectively, the driving safety of the drivers and the riding comfort of the passengers can be ensured. Based on the monitoring conditions of the environment in the vehicle and the environment outside the vehicle, special passenger care, smoke monitoring control in the vehicle, passenger getting-off safety warning and other strategy control are carried out, and travelling comfort and safety can be ensured.

Any combination of the above optional solutions may be adopted to form an optional embodiment of the present application, which is not described herein.

The following are examples of the apparatus of the present application that may be used to perform the method embodiments of the present application. For details not disclosed in the embodiments of the apparatus of the present application, please refer to the embodiments of the method of the present application.

Fig. 5 is a schematic diagram of a vehicle torque control device according to an embodiment of the present application. As shown in fig. 5, the vehicle torque control apparatus includes:

an obtaining module 501 configured to obtain, in a network vehicle-restraining mode, a current vehicle position of a vehicle, a battery pack residual electric power value, an average energy consumption value, and a network vehicle-restraining order set, where the network vehicle-restraining order set includes a plurality of first candidate orders, and each first candidate order includes at least a pickup position and a drop position;

a screening module 502 configured to screen a target order from the plurality of first candidate orders according to the current vehicle position, the battery pack remaining electricity value, the average energy consumption value, the target order including a target pickup position and a target drop position;

the first regulation and control module 503 is configured to acquire a whole vehicle sliding recovery torque value of a driving motor of the vehicle and control the vehicle to enter a first regulation and control mode if the vehicle is monitored to travel to reach a target passenger receiving position and the passenger is monitored to get on the vehicle to seat and the vehicle is in an energy recovery working condition, determine a recovery torque attenuation factor, and send the recovery torque attenuation factor to the motor controller, so that the motor controller gradually reduces the whole vehicle sliding recovery torque value of the driving motor through the transmission system according to the recovery torque attenuation factor;

The second regulation and control module 504 is configured to obtain the whole vehicle required torque of the driving motor of the vehicle if the vehicle is in the driving working condition, control the vehicle to enter a second regulation and control mode, determine a driving torque attenuation gradient, and send the driving torque attenuation gradient to the motor controller, so that the motor controller carries out gradient attenuation on the whole vehicle required torque of the driving motor through the transmission system according to the driving torque attenuation gradient.

According to the technical scheme provided by the embodiment of the application, on one hand, in the network vehicle-restraining mode, the target order is screened out from the first candidate orders in the network vehicle-restraining order set according to the current vehicle position, the battery pack residual electricity value and the average energy consumption value, so that the travel efficiency of the network vehicle-restraining can be improved, and the problem that the travel cannot be completed normally or efficiently due to factors such as the vehicle endurance mileage is avoided. On the other hand, the embodiment of the application judges the current working condition of the vehicle after the vehicle is monitored to reach the target passenger receiving position and the passenger is monitored to get on the vehicle to be seated, and controls the vehicle to enter different regulation and control modes according to the specific working condition of the vehicle, so that more intelligent vehicle torque regulation and control are realized, the convenience of the network vehicle-restraining operation can be better improved, and the safety and the comfort of the network vehicle-restraining travel are improved.

In some embodiments, the screening module 502 includes:

the calculating unit is configured to calculate the remaining driving range of the vehicle according to the remaining electric quantity value and the average energy consumption value of the battery pack;

the searching unit is configured to search the energy supplementing station position closest to the passenger falling position in each first candidate order;

and the screening unit is configured to screen target orders from the plurality of first candidate orders according to the remaining driving mileage, the current vehicle position, the receiving position, the landing position, the energy supplementing station position and the preset redundant mileage of each first candidate order.

In some embodiments, the screening unit includes:

a first calculation component configured to calculate, for each first candidate order, a first driving distance from a current vehicle position and a pickup position, a second driving distance from the pickup position and a drop position, and a third driving distance from the drop position and a make-up station position;

the second calculation component is configured to calculate the sum of the driving mileage of each first candidate order according to the first driving mileage, the second driving mileage, the third driving mileage and the preset redundant mileage;

A screening component configured to screen at least one second candidate order from the plurality of first candidate orders based on the sum of the driving range and the remaining driving range;

a selection component configured to select one or more of the at least one second candidate orders as target orders.

In some embodiments, the first regulation module 503 includes:

a monitoring unit configured to monitor a real-time vehicle speed and a real-time brake master cylinder pressure value of the vehicle;

and a determining unit configured to determine a recovery torque attenuation factor based on the real-time vehicle speed and the real-time master cylinder pressure value.

In some embodiments, the first regulation module 503 further includes:

an acquisition unit configured to acquire facial feature information of an in-vehicle passenger of the vehicle;

an adjusting unit configured to adjust the recovered torque attenuation factor to obtain an adjusted recovered torque attenuation factor if it is determined that the passenger in the vehicle is a special care passenger according to the facial feature information;

and the sending unit is configured to send the adjusted recovery torque attenuation factor to the motor controller so that the motor controller gradually reduces the whole vehicle sliding recovery torque value of the driving motor through the transmission system according to the adjusted recovery torque attenuation factor.

In some embodiments, the second regulation module 504 includes:

the acquisition unit is configured to acquire a whole vehicle required torque value, a last period torque output value and a standard driving torque attenuation gradient of the vehicle in a network vehicle-restraining mode;

the setting unit is configured to set a driving torque gradient attenuation factor according to the whole vehicle required torque value and the last period torque output value;

and a gradient determination unit configured to determine a driving torque attenuation gradient of the vehicle in the net-vehicle mode based on the standard driving torque gradient and the driving torque gradient attenuation factor.

In some embodiments, the second regulation module 504 further includes:

a mileage calculation unit configured to calculate a remaining arrival mileage of the vehicle from the current vehicle position to the target passenger position;

the gradient adjusting unit is configured to adjust the driving torque attenuation gradient if the remaining arrival mileage is smaller than or equal to a preset mileage threshold value, so as to obtain an adjusted driving torque attenuation gradient;

and the data transmitting unit is configured to transmit the adjustment driving torque attenuation gradient to the motor controller so that the motor controller carries out gradient attenuation on the whole vehicle required torque of the driving motor through the transmission system according to the adjustment driving torque attenuation gradient.

It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present application.

Fig. 6 is a schematic structural diagram of a new energy automobile according to an embodiment of the present application. For convenience of description, only parts related to the embodiments of the present application are shown in the drawings. As shown in fig. 6, the new energy vehicle includes a whole vehicle controller 601, a motor controller 602, a driving motor 603, and a transmission system 604.

The vehicle controller 601 is configured to implement the vehicle torque modulation method as described above to send the recovered torque damping factor or the driving torque damping gradient to the motor controller 602.

The motor controller 602 is configured to gradually reduce the vehicle coasting recovery torque value of the driving motor 603 through the transmission system 604 according to the recovery torque attenuation factor, or perform gradient attenuation on the vehicle required torque of the driving motor 603 through the transmission system 604 according to the driving torque attenuation gradient.

Fig. 7 is a schematic diagram of an electronic device 7 according to an embodiment of the present application. As shown in fig. 7, the electronic device 7 of this embodiment includes: a processor 701, a memory 702 and a computer program 703 stored in the memory 702 and executable on the processor 701. The steps of the various method embodiments described above are implemented by the processor 701 when executing the computer program 703. Alternatively, the processor 701, when executing the computer program 703, performs the functions of the modules/units of the apparatus embodiments described above.

The electronic device 7 may be a desktop computer, a notebook computer, a palm computer, a cloud server, or the like. The electronic device 7 may include, but is not limited to, a processor 701 and a memory 702. It will be appreciated by those skilled in the art that fig. 7 is merely an example of the electronic device 7 and is not limiting of the electronic device 7 and may include more or fewer components than shown, or different components.

The processor 701 may be a central processing unit (Central Processing Unit, CPU) or other general purpose processor, digital signal processor (Digital Signal Processor, DSP), application specific integrated circuit (Application Specific Integrated Circuit, ASIC), field programmable gate array (Field-Programmable Gate Array, FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, or the like.

The memory 702 may be an internal storage unit of the electronic device 7, for example, a hard disk or a memory of the electronic device 7. The memory 702 may also be an external storage device of the electronic device 7, for example, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash Card (Flash Card) or the like provided on the electronic device 7. The memory 702 may also include both internal storage units and external storage devices of the electronic device 7. The memory 702 is used to store computer programs and other programs and data required by the electronic device.

It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit.

The integrated modules/units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the present application may implement all or part of the flow of the method of the above embodiment, or may be implemented by a computer program to instruct related hardware, and the computer program may be stored in a computer readable storage medium, where the computer program, when executed by a processor, may implement the steps of each of the method embodiments described above. The computer program may comprise computer program code, which may be in source code form, object code form, executable file or in some intermediate form, etc. The computer readable medium may include: any entity or device capable of carrying computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth. It should be noted that the content of the computer readable medium can be appropriately increased or decreased according to the requirements of the jurisdiction's jurisdiction and the patent practice, for example, in some jurisdictions, the computer readable medium does not include electrical carrier signals and telecommunication signals according to the jurisdiction and the patent practice.

The above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.

Claims (10)

1. A vehicle torque regulation method, characterized by comprising:

in a network vehicle-restraining mode, acquiring the current vehicle position, the residual electric quantity value of a battery pack, the average energy consumption value and a network vehicle-restraining order set of a vehicle, wherein the network vehicle-restraining order set comprises a plurality of first candidate orders, and each first candidate order at least comprises a passenger receiving position and a passenger falling position;

screening target orders from the plurality of first candidate orders according to the current vehicle position, the battery pack residual electricity value and the average energy consumption value, wherein the target orders comprise a target passenger receiving position and a target passenger falling position;

If the fact that the vehicle has run to the target passenger receiving position is monitored, passengers get on the vehicle and seat the vehicle is in an energy recovery working condition, acquiring a whole vehicle sliding recovery torque value of a driving motor of the vehicle, controlling the vehicle to enter a first regulation mode, determining a recovery torque attenuation factor, and sending the recovery torque attenuation factor to a motor controller, so that the motor controller gradually reduces the whole vehicle sliding recovery torque value of the driving motor through a transmission system according to the recovery torque attenuation factor;

and if the vehicle is in a driving working condition, acquiring the whole vehicle required torque of a driving motor of the vehicle, controlling the vehicle to enter a second regulation mode, determining a driving torque attenuation gradient, and sending the driving torque attenuation gradient to a motor controller, so that the motor controller carries out gradient attenuation on the whole vehicle required torque of the driving motor through a transmission system according to the driving torque attenuation gradient.

2. The method of claim 1, wherein selecting a target order from the plurality of first candidate orders based on the current vehicle position, a battery pack remaining power value, and an average power consumption value comprises:

Calculating the remaining driving mileage of the vehicle according to the remaining electricity value and the average energy consumption value of the battery pack;

searching the energy supplementing station position closest to the passenger position in each first candidate order;

and screening target orders from the plurality of first candidate orders according to the remaining driving mileage, the current vehicle position, the passenger receiving position, the passenger falling position, the energy supplementing station position and the preset redundant mileage of each first candidate order.

3. The method of claim 2, wherein screening the target order from the plurality of first candidate orders based on the remaining range, the current vehicle position, the pickup location, the drop location, the tender station location, and the preset redundant range for each of the first candidate orders comprises:

for each first candidate order, calculating a first driving distance according to the current vehicle position and the passenger receiving position, calculating a second driving distance according to the passenger receiving position and the passenger falling position, and calculating a third driving distance according to the passenger falling position and the energy supplementing station position;

calculating the sum of the driving mileage of each first candidate order according to the first driving mileage, the second driving mileage, the third driving mileage and the preset redundant mileage;

Screening at least one second candidate order from the plurality of first candidate orders according to the sum of the driving mileage and the remaining driving mileage;

one or more of the at least one second candidate orders is selected as a target order.

4. The method of claim 1, wherein determining a recovery torque damping factor comprises:

monitoring the real-time speed of the vehicle and the real-time brake master cylinder pressure value;

and determining a recovery torque attenuation factor based on the real-time vehicle speed and the real-time brake master cylinder pressure value.

5. The method of claim 1 or 4, wherein gradually decreasing the vehicle coast down recovery torque value of the vehicle in accordance with the recovery torque decay factor comprises:

collecting facial feature information of an in-vehicle passenger of the vehicle;

if the passenger in the vehicle is determined to be a special care passenger according to the facial feature information, the recovery torque attenuation factor is adjusted to obtain an adjusted recovery torque attenuation factor;

and sending the adjustment recovery torque attenuation factor to a motor controller, so that the motor controller gradually reduces the whole vehicle sliding recovery torque value of the driving motor through a transmission system according to the adjustment recovery torque attenuation factor.

6. The method of claim 1, wherein determining a drive torque decay gradient comprises:

acquiring a whole vehicle required torque value, a last period torque output value and a standard driving torque attenuation gradient of the vehicle in a network vehicle-restraining mode;

setting a driving torque gradient attenuation factor according to the whole vehicle required torque value and the last period torque output value;

and determining the driving torque attenuation gradient of the vehicle in the net-vehicle mode according to the standard driving torque gradient and the driving torque gradient attenuation factor.

7. The method of claim 1 or 6, wherein transmitting the drive torque attenuation gradient to a motor controller to cause the motor controller to gradient attenuate the vehicle demand torque in accordance with the drive torque attenuation gradient, comprising:

calculating the remaining arrival mileage of the vehicle from the current vehicle position to the target passenger position;

if the remaining arrival mileage is smaller than or equal to a preset mileage threshold value, the driving torque attenuation gradient is adjusted to obtain an adjusted driving torque attenuation gradient;

and sending the adjustment driving torque attenuation gradient to a motor controller, so that the motor controller carries out gradient attenuation on the whole vehicle required torque of the driving motor through a transmission system according to the adjustment driving torque attenuation gradient.

8. A vehicle torque control device, comprising:

the system comprises an acquisition module, a storage module and a storage module, wherein the acquisition module is configured to acquire a current vehicle position, a battery pack residual electricity value, an average energy consumption value and a network vehicle order set of a vehicle in a network vehicle-restraining mode, wherein the network vehicle order set comprises a plurality of first candidate orders, and each first candidate order at least comprises a passenger receiving position and a passenger falling position;

the screening module is configured to screen target orders from the plurality of first candidate orders according to the current vehicle position, the battery pack residual electricity value and the average energy consumption value, wherein the target orders comprise a target passenger receiving position and a target passenger falling position;

the first regulation and control module is configured to acquire a whole vehicle sliding recovery torque value of a driving motor of the vehicle and control the vehicle to enter a first regulation and control mode if the vehicle is monitored to travel to reach the target passenger receiving position and the passenger is monitored to get on the vehicle to seat and the vehicle is in an energy recovery working condition, determine a recovery torque attenuation factor and send the recovery torque attenuation factor to the motor controller, so that the motor controller gradually reduces the whole vehicle sliding recovery torque value of the driving motor through a transmission system according to the recovery torque attenuation factor;

The second regulation and control module is configured to acquire the whole vehicle required torque of the driving motor of the vehicle if the vehicle is in the driving working condition, control the vehicle to enter a second regulation and control mode, determine a driving torque attenuation gradient, and send the driving torque attenuation gradient to the motor controller, so that the motor controller carries out gradient attenuation on the whole vehicle required torque of the driving motor through the transmission system according to the driving torque attenuation gradient.

9. The new energy automobile is characterized by comprising a whole automobile controller, a motor controller, a driving motor and a transmission system;

the vehicle controller is configured to implement the vehicle torque control method according to any one of claims 1 to 7, so as to send a recovered torque attenuation factor or a driving torque attenuation gradient to the motor controller;

the motor controller is used for gradually reducing the whole vehicle sliding recovery torque value of the driving motor through the transmission system according to the recovery torque attenuation factor, or carrying out gradient attenuation on the whole vehicle required torque of the driving motor through the transmission system according to the driving torque attenuation gradient.

10. A computer readable storage medium storing a computer program, characterized in that the computer program when executed by a processor implements the steps of the method according to any one of claims 1 to 7.