CN112896165B - Vehicle control method and device and vehicle - Google Patents
Vehicle control method and device and vehicle Download PDFInfo
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- CN112896165B CN112896165B CN202110201235.7A CN202110201235A CN112896165B CN 112896165 B CN112896165 B CN 112896165B CN 202110201235 A CN202110201235 A CN 202110201235A CN 112896165 B CN112896165 B CN 112896165B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/16—Ratio selector position
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- Automation & Control Theory (AREA)
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Abstract
The application discloses a vehicle control method and device and a vehicle, and the scheme provided by the application comprises the following steps: determining whether a brake priority state of the vehicle is activated according to a state of an accelerator pedal, a state of a brake pedal and a gear position of the vehicle in running; if the brake priority state of the vehicle is activated, determining the required torque of the brake pedal according to the current speed of the vehicle and the current pressure of the brake master cylinder at the initial activated moment; according to the method and the device for braking the vehicle, the vehicle is braked according to the brake pedal demand torque, and when the vehicle brake priority state is activated, the brake pedal demand torque can be determined to brake the vehicle, so that the driving safety of the vehicle is improved.
Description
Technical Field
The application relates to the technical field of vehicle safety, in particular to a vehicle control method and device and a vehicle.
Background
Most electric vehicles use an accelerator pedal sensor (accelerator pedal) and a brake switch sensor (brake pedal) to identify whether a driver drives the accelerator pedal or brakes the brake pedal. When a driver normally drives a vehicle, the driver cannot simultaneously step on the accelerator pedal and the brake pedal unless the driver improperly operates or the accelerator pedal is locked in an emergency. Once this occurs, the electric vehicle needs to recognize such an abnormal state and take appropriate countermeasures.
In view of the above situation, currently, the method adopted is to respond to the acceleration operation and the braking operation at the same time, and determine the final degree of the stepping on the acceleration pedal and the braking pedal, and the determination of the degree is a leading role, but the control method is not favorable for driving safety, and even can cause safety accidents.
Therefore, how to solve the potential safety hazard that exists is stepped on simultaneously to accelerator pedal and brake pedal in the normal driving process of present electric automobile, guarantees the driving safety of vehicle and is the technical problem who awaits a solution urgently.
Disclosure of Invention
The embodiment of the application aims to provide a vehicle control method and device and a vehicle, and aims to solve the problem of potential safety hazards existing when an acceleration pedal and a brake pedal are simultaneously stepped down in the vehicle running process.
In order to solve the above technical problem, the present specification is implemented as follows:
in a first aspect, a vehicle control method is provided, including: determining whether a brake priority state of the vehicle is activated according to a state of an accelerator pedal, a state of a brake pedal and a gear position of the vehicle during running; if the brake priority state of the vehicle is activated, determining the required torque of a brake pedal according to the current speed and the current pressure of a brake master cylinder of the vehicle at the initial activated moment; and braking the vehicle according to the brake pedal demand torque.
Optionally, determining whether the brake priority state of the vehicle is activated according to the state of an accelerator pedal, the state of a brake pedal and a gear position of the vehicle in running comprises at least one of the following steps:
determining that a brake override state of the vehicle is activated when a gear of the vehicle is in a driving gear and the accelerator pedal and the brake pedal are simultaneously depressed;
determining that a brake override state of the vehicle is not activated when a gear of the vehicle is in a non-driving gear or when the accelerator pedal and the brake pedal are not simultaneously depressed.
Optionally, determining the brake pedal demand torque according to the current vehicle speed and the current brake master cylinder pressure of the vehicle at the initial activated moment, wherein the determining includes at least one of the following steps:
when the current brake master cylinder pressure is greater than a first threshold value and the current vehicle speed is greater than a second threshold value, obtaining the brake pedal demand torque corresponding to the current vehicle speed and the current brake master cylinder pressure based on the vehicle speed of the vehicle, the mapping relation between the brake master cylinder pressure and the brake pedal demand torque;
and when the current brake master cylinder pressure is not greater than the first threshold value or the current vehicle speed is not greater than the second threshold value, acquiring a first accelerator pedal demand torque of the vehicle at the initial activation moment, and gradually reducing the first accelerator pedal demand torque according to a preset first gradient to obtain the brake pedal demand torque.
Optionally, a value range of the first threshold includes 20-30bar, and a value range of the second threshold includes 40-60 km/h.
Optionally, the method further includes:
if the vehicle is determined to be converted from the brake priority state to the brake priority state without being activated based on the brake pedal being released, acquiring the actual torque of the motor when the motor of the vehicle brakes the vehicle according to the brake pedal demand torque at the conversion moment;
gradually increasing the actual torque of the motor according to a preset second gradient until a second accelerator pedal demand torque corresponding to the current speed and the current accelerator pedal opening degree of the vehicle is reached;
and accelerating and driving the vehicle according to the second accelerator pedal demand torque.
Optionally, the step of gradually increasing the actual torque of the motor according to a predetermined second gradient until reaching the accelerator pedal demand torque corresponding to the current vehicle speed and the current accelerator pedal opening of the vehicle includes:
in the process of gradually increasing the actual torque of the motor according to the second gradient, acquiring the current speed of the vehicle and the accelerator pedal demand torque corresponding to the current accelerator pedal opening in real time based on the mapping relation among the speed of the vehicle, the accelerator pedal opening and the accelerator pedal demand torque;
judging whether the currently acquired accelerator pedal demand torque is consistent with an accelerator pedal torque demand obtained by gradually increasing the actual torque of the motor according to the second gradient;
and if the actual torque of the motor is consistent with the second gradient, stopping gradually increasing the actual torque of the motor according to the second gradient.
Optionally, the method further includes:
performing torque filter smoothing processing on at least one of the brake pedal demand torque and the accelerator pedal demand torque.
Optionally, the method further includes:
if the brake priority state of the vehicle is not activated, obtaining a current vehicle speed of the vehicle and a third accelerator pedal demand torque corresponding to the current accelerator pedal opening based on the mapping relation of the vehicle speed, the accelerator pedal opening and the accelerator pedal demand torque of the vehicle;
and accelerating and driving the vehicle according to the third accelerator pedal demand torque.
In a second aspect, there is provided a vehicle control apparatus comprising: a memory and a processor electrically connected to the memory, the memory storing a computer program executable on the processor, the computer program, when executed by the processor, implementing the steps of the method according to the first aspect.
In a third aspect, a vehicle is provided, comprising: an accelerator pedal; a brake pedal; a vehicle bumper; a master cylinder; a vehicle control unit for performing the steps of the method according to the first aspect.
In the embodiment of the present application, it is determined whether the brake priority state of the vehicle is activated by determining the state of the accelerator pedal, the state of the brake pedal, and the shift position while the vehicle is running; if the brake priority state of the vehicle is activated, determining the required torque of the brake pedal according to the current vehicle speed and the current brake master cylinder pressure of the vehicle at the initial activation moment; according to brake pedal demand torque, brake the vehicle, so can be at the vehicle normal driving in-process, because the driver improper operation steps on brake pedal and accelerator pedal simultaneously or when accelerator pedal card was dead, the vehicle can the quick response brake pedal and parks fast, improves driving safety, avoids causing personal and property safety hazard.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a flowchart illustrating a vehicle control method according to an embodiment of the present application.
Fig. 2 is a flowchart illustrating a vehicle control method according to an embodiment of the present application.
Fig. 3 is a flowchart illustrating a vehicle control method according to an embodiment of the present application.
Fig. 4 is a flowchart illustrating a vehicle control method according to an embodiment of the present application.
Fig. 5 is a flowchart of an overall example of a vehicle control method of the embodiment of the present application.
Fig. 6 is a block diagram showing the configuration of a vehicle control device according to an embodiment of the present application.
Fig. 7 is a block diagram showing the structure of a vehicle according to the embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application. The reference numbers in the present application are only used for distinguishing the steps in the scheme and are not used for limiting the execution sequence of the steps, and the specific execution sequence is described in the specification.
In order to solve the problems in the prior art, an embodiment of the present application provides a vehicle control method, and fig. 1 is a schematic flowchart of the vehicle control method according to the embodiment of the present application.
As shown in fig. 1, the method comprises the following steps:
102, determining whether a brake priority state of the vehicle is activated or not according to the state of an accelerator pedal, the state of a brake pedal and a gear position of the vehicle in running;
and 106, braking the vehicle according to the torque required by the brake pedal.
In step 102, the states of the accelerator pedal and the brake pedal refer to whether the corresponding pedals are in a depressed or released state, and the gears include a driving gear D, an R gear, a non-driving gear P, and an N gear. The brake priority state is a state in which when the accelerator pedal and the brake pedal of the vehicle are simultaneously depressed, the vehicle is preferentially braked according to the output torque of the depressed brake pedal.
Based on the solutions provided by the foregoing embodiments, optionally, in the foregoing step 102, determining whether the brake priority state of the vehicle is activated according to the state of the accelerator pedal, the state of the brake pedal, and the gear position of the vehicle in the running process includes at least one of the following steps:
determining that a braking priority state of the vehicle is activated when a gear of the vehicle is in a driving gear and an accelerator pedal and a brake pedal are simultaneously depressed;
when the gear position of the vehicle is in a non-driving gear position, or when the accelerator pedal and the brake pedal are not simultaneously depressed, it is determined that the brake override state of the vehicle is not activated.
The accelerator pedal and the brake pedal are simultaneously depressed may be due to an improper operation of the driver or due to the accelerator pedal not being normally recovered due to a malfunction being stuck. Under the condition, the potential safety hazard exists, and the safety accident of the vehicle can be caused.
The brake priority state comprises an activated state and a deactivated state, when the vehicle gear is in a driving gear (D gear or R gear), and the brake pedal and the accelerator pedal are simultaneously pressed, the brake priority state is activated to indicate that the vehicle is in the activated state of the brake priority state; when the vehicle gear is in a non-driving gear (P-gear or N-gear), or the accelerator pedal and the brake pedal are not simultaneously depressed, the brake override state is not activated, indicating that the vehicle is in an inactive state of the brake override state. After the brake priority state is activated, the vehicle preferentially performs brake control on the vehicle according to the brake pedal output torque regardless of the degree of opening by which the accelerator pedal is depressed.
When the vehicle gear is in a driving gear and an accelerator pedal and a brake pedal are both pressed down, the vehicle has driving safety hazards, and if the vehicle is in a non-driving gear, such as a vehicle is in a parking gear or a neutral gear for flameout and restarting an engine, even if the accelerator pedal and the brake pedal are simultaneously pressed down, the vehicle usually does not cause danger. Therefore, the present application determines that the brake priority state of the vehicle is activated based on the fact that the gear position of the vehicle is in the driving gear position and the accelerator pedal and the brake pedal are simultaneously depressed, and performs step 104.
In step 104, the initial activation time is an instant when the vehicle simultaneously satisfies the condition that the vehicle gear is in the driving gear and the accelerator pedal and the brake pedal are simultaneously depressed for the first time, and if the vehicle simultaneously satisfies the condition for a predetermined time thereafter, the initial activation time indicates an activation state in which the vehicle maintains the brake priority state for the predetermined time.
At this time, in step 104, the current vehicle speed and the current brake master cylinder pressure of the vehicle are acquired, and the brake pedal demand torque is determined.
The pressure of the brake master cylinder is related to the opening degree of the brake pedal which is usually related to the intention of the driver to brake by executing the brake torque, and if the opening degree of the brake pedal is large, the intention of the driver to brake is strong, and the vehicle needs to be braked as soon as possible to help the driver brake. If the opening degree of the treading pedal is small, which indicates that the driver has a weak desire to brake, the vehicle can be slowly braked at the moment, so that the driver can be helped to slowly brake.
In this regard, based on the solution provided by the above embodiment, optionally, in the step 104, determining the brake pedal demand torque according to the current vehicle speed and the current master cylinder pressure of the vehicle at the time of initial activation includes at least one of:
when the current brake master cylinder pressure is greater than a first threshold value and the current vehicle speed is greater than a second threshold value, obtaining the brake pedal demand torque corresponding to the current vehicle speed and the current brake master cylinder pressure based on the vehicle speed of the vehicle, the brake master cylinder pressure and the mapping relation of the brake pedal demand torque;
when the pressure of the current brake master cylinder is not larger than a first threshold value or the current vehicle speed is not larger than a second threshold value, first accelerator pedal demand torque of the vehicle at the initial activated moment is obtained, and the first accelerator pedal demand torque is gradually reduced according to a preset first gradient to obtain brake pedal demand torque.
In one embodiment, the range of the first threshold value comprises 20-30bar, and the range of the second threshold value comprises 40-60 km/h. The details may be determined empirically and the application is not limited to this particular embodiment. For safe driving of the vehicle, when the current brake master cylinder pressure of the vehicle is detected to be greater than a first threshold value and the vehicle speed is also detected to be greater than a second threshold value, the vehicle is judged to need to be stopped as soon as possible to meet the braking requirement of a driver. Therefore, in order to reduce the vehicle speed as quickly as possible, a brake pedal demand torque can be provided to the vehicle at this time. Therefore, in order to ensure that the braking intention of a driver can be responded as soon as possible under certain emergency conditions, the braking pedal demand torque considers that the motor is recycled to brake the vehicle, and the kinetic energy of the electric vehicle is recycled to decelerate.
The mapping relationship between the vehicle speed, the brake master cylinder pressure and the brake pedal demand torque of the vehicle can be determined by trial and error in advance, and the mapping relationship adjusted and set in the actual vehicle can be stored in the vehicle-mounted computer. When the brake pedal demand torque is calculated, the current corresponding required brake pedal demand torque can be obtained from the stored corresponding mapping relation according to the current actual vehicle speed of the vehicle and the pressure of the brake master cylinder.
The mapping relationship of the vehicle speed, the master cylinder pressure, and the brake pedal demand torque can be expressed as the following equation (1):
Tonθ (Veh, MSP) formula (1)
Wherein Veh is vehicle speed, MSP is master cylinder pressure, TonThe brake pedal demand torque when the brake priority state is activated, T at this timeonAnd theta is less than 0, and represents the mapping relation between the brake pedal demand torque and the vehicle speed and the brake master cylinder pressure.
The torque required by the brake pedal is negative torque, so that the speed of the vehicle can be greatly reduced, and a driver can be helped to brake as soon as possible. And the absolute value of the magnitude of the brake pedal demand torque decreases as the vehicle speed decreases and increases as the master cylinder pressure increases. And (3) until the vehicle speed is reduced to be less than 5-10 kilometers, the output brake pedal demand torque is 0, and the vehicle is in a free-sliding state at the moment.
When the fact that the pressure of a current brake master cylinder of the vehicle is not larger than a first threshold value or the vehicle speed is not larger than a second threshold value is detected, the fact that the pressure of the brake master cylinder is not larger than the first threshold value indicates that the intention of a driver to brake is weak at present, and the fact that the vehicle speed is not larger than the second threshold value indicates that the vehicle speed is slow at present, and the driving safety potential hazards are relatively small. At this time, the vehicle may be slowly braked.
First, a first accelerator pedal demand torque of the vehicle at an initial activation time is acquired, and the accelerator pedal demand torque of the vehicle at the initial activation time can be obtained based on a mapping relation among a vehicle speed, an accelerator opening degree and the accelerator pedal demand torque of the vehicle. Similar to the mapping relation of the brake pedal demand torque, the mapping relation of the vehicle speed, the accelerator pedal opening and the accelerator pedal demand torque can be determined through repeated trial and error in advance and stored in an on-vehicle computer. When the accelerator pedal demand torque at the initial activated moment is calculated, the accelerator pedal demand torque at the initial activated moment can be obtained according to the current actual vehicle speed, the accelerator pedal opening and the mapping relation.
The map of the vehicle speed, the accelerator opening degree, and the accelerator demand torque can be expressed as the following equation (2):
Tbphi (Veh, APS) equation (2)
Where Veh is vehicle speed, APS is accelerator pedal opening, TbPhi represents a mapping relation of the accelerator pedal demand torque with both the vehicle speed and the accelerator pedal.
Then, the first accelerator pedal demand torque is gradually reduced according to a predetermined first gradient to obtain a corresponding brake pedal demand torque for slow braking of the vehicle.
The accelerator pedal demand torque at the moment when the brake priority state is initially activated is gradually reduced to 0 according to a certain gradient, so that the vehicle can be ensured to be stably decelerated. In one embodiment, to further achieve smooth deceleration braking of the vehicle, the gradient may decrease as the vehicle speed decreases. This can avoid drivability problems such as vehicle rattling and jerking.
At this time, the brake pedal demand torque may be expressed as follows:
Ton(t+1)＝Ton(t)-ΔTonwherein t is 0,1,2.
Ton(0)＝TbFormula (3)
Wherein, Ton(T) torque required for the brake pedal at the present time, Ton(T +1) is the brake pedal demand torque at the next moment, Δ TonThe gradient, i.e. the first gradient, is reduced for torque. In particular, Ton(0) The accelerator pedal demand torque corresponding to the time when the brake priority state is initially activated, i.e., the first accelerator pedal demand torque. Thereafter, the brake pedal demand torque is in accordance with Δ T at the accelerator pedal demand torqueonDecrease, T at this timeonIs greater than or equal to 0.
The first gradient may be a fixed value or may be determined based on the real-time brake pedal torque obtained during the gradual decrease of the first accelerator pedal demand torque, and the first gradient is larger as the current brake pedal torque is larger. During the reduction of the brake pedal torque, the first gradient is set to be reduced. Therefore, the vehicle is braked by the currently obtained torque required by the brake pedal, so that stable deceleration driving of the vehicle can be realized, and the user experience is improved.
The above embodiment describes how the brake pedal demand torque is determined and the vehicle is braked in the case where the vehicle is activated in the brake override state. In the case where the vehicle is changed from the brake priority state to the brake priority state, as shown in fig. 5, according to an embodiment of the present application, the method further includes the steps of:
and 206, accelerating and driving the vehicle according to the second accelerator pedal demand torque.
As described above, the brake override state of the vehicle is in the inactive state, including the vehicle gear being in a non-driving gear, or the accelerator pedal and the brake pedal not being simultaneously depressed. Therefore, if the driver releases the brake pedal while the brake override state is active, the vehicle will exit the active state and the vehicle will not be braked according to the brake override. If the accelerator pedal is depressed at this time, it is necessary to recover the acceleration driving of the vehicle according to the opening degree of the accelerator pedal.
In order to ensure that the vehicle can be stably loaded with torque to drive, the torque required by the accelerator pedal can be gradually increased according to a certain gradient at the moment when the torque required by the accelerator pedal exits from the brake priority state, namely the moment when the vehicle is changed from the brake priority state to the brake priority state, and the actual torque of the corresponding motor is gradually increased until the torque required by the accelerator pedal reaches the subsequent moment.
The motor actual torque at the transition time is a torque actually executed by the motor in accordance with a vehicle brake pedal demand torque, which is calculated by the motor in correspondence to the vehicle at the time of the deactivation, and may be the brake pedal demand torque T in the above formula (1) or formula (3)on(t)。
For example, the torque actually performed by the motor may be 80N · m, corresponding to a calculated brake pedal demand torque of 100N · m after the brake pedal is released, and the vehicle is requested to brake in accordance with the torque command. Of course, theoretically, the execution torque of the motor is the calculated brake pedal demand torque.
Alternatively, as shown in fig. 3, in step 204, the step of gradually increasing the actual torque of the motor according to a predetermined second gradient until the accelerator pedal demand torque corresponding to the current vehicle speed and the current accelerator pedal opening of the vehicle is reached includes the following steps:
and step 306, if the actual torque of the motor is consistent, stopping gradually increasing the actual torque of the motor according to the second gradient.
The accelerator pedal torque request may be expressed as in equation (4) below:
Toff(t+1)＝Toff(t)+ΔToffwherein t is 0,1,2.
Toff(0)＝TactFormula (4)
Wherein, Toff(T) torque required for accelerator pedal at the present time, Toff(T +1) is the accelerator pedal demand torque at the next moment, Δ ToffA gradient, i.e. a second gradient, is added to the torque. In particular, Toff(0) Is the actual torque of the motor at the moment when the brake priority state is exited, and theoretically, the actual torque of the motor is equal to the required torque T of the brake pedalon(t)。
Thereafter, the accelerator pedal torque request is made at Δ T above the actual torque request of the electric machineoffIncrease progressively until Toff(t +1) the vehicle speed and the accelerator pedal demand torque of the map corresponding to the accelerator pedal are increased to a certain time. That is, the currently acquired accelerator pedal demand torque is identical to the accelerator pedal torque demand obtained by gradually increasing the actual torque of the motor according to the second gradient, and then the gradient increase of the torque is stopped, and the accelerator driving is performed according to the current accelerator pedal demand torque.
Therefore, when the brake pedal is released again and the brake priority state of the vehicle is deactivated, the accelerator pedal demand torque at the deactivation moment is calculated according to the current motor actual torque and the accelerator pedal demand torque, and the vehicle can be ensured to stably recover the vehicle driving. The problem that the vehicle suddenly accelerates and flees forward due to the fact that the vehicle is purely dependent on the driving characteristic of an original accelerator pedal is avoided, and the driving experience is not good and potential safety hazards exist.
In order to further ensure that the brake pedal demand torque or the accelerator pedal demand torque of the vehicle power system when the brake priority state is activated or deactivated is not caused by drivability problems caused by a step change of the demand torque, such as jerk, sudden acceleration and deceleration, and the like, optionally, in one embodiment, the application further comprises: and performing torque filtering smoothing processing on at least one of the brake pedal demand torque and the accelerator pedal demand torque.
The above-mentioned required torque is subjected to a filter drivability process so that the required torque executed by the vehicle smoothly changes, and the torque filter smoothing processing algorithm of the present application is represented by the following equation (5):
y (n) ═ α t (n) +(1- α) Y (n-1) formula (5)
Wherein n is 1,2,3, alpha is a torque filtering smoothing coefficient, and alpha is more than or equal to 0 and less than or equal to 1; t (n) is the calculated required torque, and includes at least one of the brake pedal required torque corresponding to the negative torque in the table look-up of formula (1), the brake pedal required torque corresponding to the gradient decreasing torque of formula (3), and the accelerator pedal required torque corresponding to the gradient increasing torque of formula (4); y (n) is the output torque of the current torque filtering smoothing treatment, namely the torque required to be executed by the current vehicle power system; y (n-1) is the last torque filter smoothing processing output torque.
The magnitude of α represents the degree of smoothing of the change in the required torque, and particularly when α is 1, Y (n) ═ t (n), that is, the torque is not subjected to any torque filter smoothing processing, and when α is 0, Y (n) ═ Y (n-1), that is, the torque filter smoothing processing output torque is always an initial value and the torque is not changed. The effective alpha value is 0< alpha <1, the larger the alpha value is, the faster the torque change is, and the torque response is timely; the smaller the alpha value is, the smoother the torque change is, and the torque response is slow, so that a moderate torque is required to be selected, the timeliness and the stationarity of the torque response can be ensured, and the acceleration and the drivability are ensured. In one embodiment, the torque filter smoothing factor α ranges from 0.2 to 0.5.
The above-described embodiment describes how the brake pedal demand torque is determined and the vehicle is braked in the case where the brake override state is activated, and how the accelerator pedal demand torque is determined and the vehicle is resumed in the case where the brake override state is deactivated.
Optionally, in an embodiment, as shown in fig. 4, the vehicle control method of the present application further includes the steps of:
and 404, accelerating and driving the vehicle according to the third accelerator pedal demand torque.
In the above embodiment, the obtaining manner of the accelerator pedal demand torque when the driver only depresses the accelerator pedal and the corresponding vehicle driving are described, and the accelerator pedal demand torque ensures the demand of the driver on the vehicle acceleration dynamic property at different vehicle speeds and different accelerator pedal opening degrees.
Referring now to fig. 5, fig. 5 is a flowchart of an overall example of a vehicle control method of the embodiment of the present application.
As shown in the drawing, the vehicle control method of this example includes the steps of:
and step 514, gradually increasing the current motor actual torque to the accelerator pedal required torque corresponding to the current vehicle speed and the accelerator pedal opening according to a certain gradient.
The vehicle control method of the embodiment of the application determines whether the brake priority state of the vehicle is activated or not according to the state of an accelerator pedal, the state of a brake pedal and the gear position of the vehicle in running; if the brake priority state of the vehicle is activated, determining the required torque of the brake pedal according to the current speed of the vehicle and the current pressure of the brake master cylinder at the initial activated moment; according to brake pedal demand torque, brake the vehicle, so under the condition that is activated to the braking priority state, when the improper operation of driver trampled brake pedal and accelerator pedal or accelerator pedal card dead time simultaneously, the vehicle can the quick response brake pedal and park fast, avoids causing personal and property safety hazard.
In addition, under the condition that the vehicle exits from the system priority activation state, the vehicle can be ensured to be stably accelerated and driven after the fault is relieved or the brake pedal is released, and the drivability problem caused by sudden acceleration of the vehicle is avoided.
Optionally, an embodiment of the present application further provides a vehicle control device, and fig. 6 is a block diagram of a structure of the vehicle control device according to the embodiment of the present application.
As shown in fig. 6, the vehicle control apparatus 2000 includes a memory 2200 and a processor 2400 electrically connected to the memory 2200, where the memory 2200 stores a computer program that can be executed by the processor 2400, and the computer program, when executed by the processor, implements each process of any one of the vehicle control method embodiments, and can achieve the same technical effect, and is not repeated here to avoid repetition.
Optionally, the embodiment of the present application further provides a vehicle, and fig. 7 is a block diagram of the vehicle according to the embodiment of the present application.
As shown in fig. 7, the vehicle 3000 of this example includes an accelerator pedal 3020, a brake pedal 3040, a vehicle stage 3080, a brake master cylinder 3060, and a vehicle control unit 3100. The entire vehicle control unit 3100 acquires the state of the accelerator pedal 3030, the state of the brake pedal 3040, and the gear position of the vehicle range 3080 while the vehicle is running, and determines whether the brake priority state of the vehicle 3000 is activated. If the brake priority state of the vehicle 3000 is activated, the torque required by the brake pedal 3040 is determined according to the current vehicle speed of the vehicle 3000 at the initial activated time and the current master cylinder pressure of the master cylinder 3060; the vehicle 3000 is braked according to the torque required from the brake pedal 3040.
The vehicle control unit 3100 is configured to perform each process of any one of the embodiments of the vehicle control method in fig. 1 to fig. 5, and can achieve the same technical effect, and is not described herein again to avoid repetition.
The embodiment of the present application further provides a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the computer program implements each process of any one of the above embodiments of the vehicle control method, and can achieve the same technical effect, and in order to avoid repetition, the computer program is not described herein again. The computer-readable storage medium may be a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk.
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, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solutions of the present application may be embodied in the form of a software product, which is stored in a storage medium (such as ROM/RAM, magnetic disk, optical disk) and includes instructions for enabling a terminal (such as a mobile phone, a computer, a server, an air conditioner, or a network device) to execute the method according to the embodiments of the present application.
While the present embodiments have been described with reference to the accompanying drawings, it is to be understood that the present embodiments are not limited to those precise embodiments, which are intended to be illustrative rather than restrictive, and that various changes and modifications may be effected therein by one skilled in the art without departing from the scope of the appended claims.
Claims (8)
1. A vehicle control method characterized by comprising:
determining whether a brake priority state of the vehicle is activated according to a state of an accelerator pedal, a state of a brake pedal and a gear position of the vehicle in running;
if the brake priority state of the vehicle is activated, determining a brake pedal demand torque according to the current vehicle speed and the current brake master cylinder pressure of the vehicle at the initial activation moment;
braking the vehicle according to the brake pedal demand torque;
wherein determining whether a brake priority state of the vehicle is activated according to a state of an accelerator pedal, a state of a brake pedal and a gear position while the vehicle is running comprises at least one of:
determining that a brake override state of the vehicle is activated when a gear of the vehicle is in a driving gear and the accelerator pedal and the brake pedal are simultaneously depressed;
determining that a brake override state of the vehicle is not activated when a gear of the vehicle is in a non-driving gear or when the accelerator pedal and the brake pedal are not simultaneously depressed;
determining a brake pedal demand torque based on a current vehicle speed and a current brake master cylinder pressure of the vehicle at an initial activation time, including at least one of:
when the current brake master cylinder pressure is greater than a first threshold value and the current vehicle speed is greater than a second threshold value, obtaining the brake pedal demand torque corresponding to the current vehicle speed and the current brake master cylinder pressure based on the vehicle speed of the vehicle, the mapping relation between the brake master cylinder pressure and the brake pedal demand torque;
when the current brake master cylinder pressure is not larger than the first threshold value or the current vehicle speed is not larger than the second threshold value, acquiring a first accelerator pedal demand torque of the vehicle at the initial activation moment, and gradually reducing the first accelerator pedal demand torque according to a preset first gradient to obtain the brake pedal demand torque;
the method comprises the steps that the accelerator pedal demand torque at the moment when the brake pedal demand torque is initially activated from a brake priority state is gradually reduced to 0 according to a certain gradient, and the gradient is reduced along with the reduction of the vehicle speed;
the brake pedal demand torque is expressed as the following equation:
wherein, the first and the second end of the pipe are connected with each other,
the torque is required for the brake pedal at the present time,
the torque required for braking the pedal at the next time,
the torque is reduced by the gradient for the torque reduction, i.e. the first gradient,
is the initial state of braking priorityThe accelerator pedal demand torque at the moment when the brake pedal is first activated, i.e., the first accelerator pedal demand torque, at which the brake pedal demand torque is based
Decrease, at this time
Is greater than or equal to 0, and is,
demand torque for an accelerator pedal;
the larger the current brake pedal torque, the larger the first gradient; during the reduction of the brake pedal torque, the first gradient is set to be reduced.
2. The method of claim 1, wherein the first threshold value ranges from 20 to 30bar and the second threshold value ranges from 40 to 60 km/h.
3. The method of claim 1, further comprising:
if the vehicle is determined to be activated from the brake priority state to be not activated based on the brake pedal is released, acquiring the actual torque of a motor when the motor of the vehicle brakes the vehicle according to the brake pedal demand torque at the transition moment;
gradually increasing the actual torque of the motor according to a preset second gradient until a second accelerator pedal demand torque corresponding to the current speed and the current accelerator pedal opening degree of the vehicle is reached;
and accelerating and driving the vehicle according to the second accelerator pedal demand torque.
4. The method according to claim 3, wherein gradually increasing the motor actual torque according to a predetermined second gradient until an accelerator pedal demand torque corresponding to a current vehicle speed and a current accelerator pedal opening of the vehicle is reached, comprises:
in the process of gradually increasing the actual torque of the motor according to the second gradient, acquiring the current speed of the vehicle and the accelerator pedal demand torque corresponding to the current accelerator pedal opening in real time based on the mapping relation among the speed of the vehicle, the accelerator pedal opening and the accelerator pedal demand torque;
judging whether the currently acquired accelerator pedal torque demand is consistent with the accelerator pedal torque demand obtained by gradually increasing the actual torque of the motor according to the second gradient;
and if the actual torque of the motor is consistent with the second gradient, stopping gradually increasing the actual torque of the motor according to the second gradient.
5. The method of claim 4, further comprising:
performing torque filter smoothing on at least one of the brake pedal demand torque and the accelerator pedal demand torque.
6. The method of claim 1, further comprising:
if the brake priority state of the vehicle is not activated, obtaining a third accelerator pedal demand torque corresponding to the current vehicle speed and the current accelerator pedal opening of the vehicle based on the mapping relation among the vehicle speed, the accelerator pedal opening and the accelerator pedal demand torque of the vehicle;
and accelerating and driving the vehicle according to the third accelerator pedal demand torque.
7. A vehicle control apparatus characterized by comprising: a memory and a processor electrically connected to the memory, the memory storing a computer program executable on the processor, the computer program, when executed by the processor, implementing the steps of the method according to any one of claims 1 to 6.
8. A vehicle, characterized by comprising:
an accelerator pedal;
a brake pedal;
a vehicle bumper;
a master cylinder;
-a vehicle control unit for carrying out the steps of the method according to any one of claims 1 to 6.
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| CN113734073B (en) * | 2021-09-26 | 2023-09-15 | 重庆长安汽车股份有限公司 | Control method and control system for driver demand torque of pure electric vehicle |
| CN114475271B (en) * | 2022-01-13 | 2024-01-19 | 重庆长安汽车股份有限公司 | Vehicle safety control method |
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