CN115122946A

CN115122946A - Vehicle control method, device, equipment and storage medium

Info

Publication number: CN115122946A
Application number: CN202210901376.4A
Authority: CN
Inventors: 陈轩; 何志伟; 刘春彪; 李景
Original assignee: Dongfeng Nissan Passenger Vehicle Co
Current assignee: Dongfeng Nissan Passenger Vehicle Co
Priority date: 2022-07-28
Filing date: 2022-07-28
Publication date: 2022-09-30

Abstract

The invention relates to the technical field of vehicle control, and discloses a vehicle control method, a device, equipment and a storage medium, wherein the method comprises the following steps: determining a target required torque according to the opening degree of an accelerator, the speed and the driving mode; segmenting the acceleration and deceleration torque control stage according to a preset segmentation strategy and a target required torque to obtain each torque segmentation control interval; determining a slope control strategy and a filtering control strategy corresponding to each torque subsection control interval; controlling the torque according to the slope control strategy and the filtering control strategy to obtain the current acceleration, the current torque change comprehensive slope and the corresponding motor output torque; and when the current acceleration and the current torque change comprehensive slope are within the anti-carsickness torque control range, controlling the motor to work according to the output torque of the motor, thereby improving the control stability of the vehicle.

Description

Vehicle control method, device, equipment and storage medium

Technical Field

The present invention relates to the field of vehicle control technologies, and in particular, to a vehicle control method, apparatus, device, and storage medium.

Background

The main principle of motion sickness is discomfort caused by the mismatch of vestibular organ displacement of the human head and visual signals. The characteristics of energy recovery and high speed acceleration of a pure electric vehicle lead to more frequent displacement of vestibular organs and larger amplitude in the driving process of the electric vehicle, and are easier to cause car sickness.

Disclosure of Invention

The invention mainly aims to provide a vehicle control method, a vehicle control device, vehicle control equipment and a storage medium, and aims to solve the technical problem of improving the stability of vehicle control.

To achieve the above object, the present invention provides a vehicle control method including the steps of:

determining a target required torque according to the accelerator opening, the vehicle speed and the driving mode;

segmenting the acceleration and deceleration torque control stage according to a preset segmentation strategy and a target required torque to obtain each torque segmentation control interval;

determining a slope control strategy and a filtering control strategy corresponding to each torque subsection control interval;

controlling the torque according to the slope control strategy and the filtering control strategy to obtain the current acceleration, the current torque change comprehensive slope and the corresponding motor output torque;

and when the current acceleration and the current torque change comprehensive slope are within the anti-carsickness torque control range, controlling the motor to work according to the output torque of the motor.

Optionally, after controlling the torque according to the slope control strategy and the filtering control strategy to obtain the current acceleration, the comprehensive slope of the torque change, and the corresponding output torque of the motor, the method further includes:

when the current acceleration and the current torque change comprehensive slope are not in the anti-carsickness torque control range, acquiring a target torque change comprehensive slope and a target acceleration in the anti-carsickness torque control range;

determining a target filter coefficient according to the target torque change comprehensive slope and the target acceleration;

and performing feedback adjustment according to the target filter coefficient until the adjusted acceleration and the comprehensive slope of the torque change are within the carsickness-prevention torque control range.

Optionally, controlling the torque according to the slope control strategy and the filtering control strategy to obtain a corresponding motor output torque, including:

determining an initial torque change slope corresponding to each torque subsection control interval according to the slope control strategy, wherein each torque subsection control interval comprises a non-zero-crossing segment and a zero-crossing segment;

when the torque subsection control interval is in a non-zero-crossing section, the current non-zero-crossing section motor output torque is calculated according to the initial change torque slope;

determining an initial filtering coefficient of the non-zero-crossing section according to a filtering control strategy corresponding to the non-zero-crossing section;

determining the output torque of the non-zero-section motor according to the non-zero-section initial filter coefficient, the current non-zero-section torque and the current non-zero-section motor output torque;

when the torque subsection control interval is in a zero-crossing section, determining an initial filtering coefficient of the zero-crossing section according to a filtering control strategy corresponding to the zero-crossing section;

adjusting the zero-crossing initial filter coefficient according to the non-zero-crossing motor output torque and the current zero-crossing motor output torque to obtain a zero-crossing target filter coefficient;

and determining the output torque of the zero-crossing motor according to the zero-crossing target filter coefficient, the current zero-crossing torque and the current zero-crossing motor output torque.

Optionally, controlling the torque according to the slope control strategy and the filtering control strategy to obtain a current comprehensive slope of the torque change, including:

acquiring a weighting coefficient corresponding to each torque segmented control interval;

and obtaining the current torque change comprehensive slope according to the initial torque change slope and the weighting coefficient.

Optionally, the performing feedback adjustment according to the target filter coefficient until the adjusted acceleration and the adjusted comprehensive slope of torque change are within the anti-carsickness torque control range includes:

adjusting the initial filter coefficient according to the target filter coefficient to obtain the output torque of the target motor;

obtaining the torque slope of each torque subsection control interval corresponding to the target change according to the output torque of the target motor;

and obtaining the adjusted acceleration and the adjusted comprehensive gradient of the torque change according to the target change torque gradient until the adjusted acceleration and the adjusted comprehensive gradient of the torque change are in the anti-carsickness torque control range.

Optionally, after the torque is controlled according to the slope control strategy and the filtering control strategy to obtain the current acceleration, the comprehensive slope of the torque change, and the corresponding output torque of the motor, the method further includes:

when the current acceleration and the current torque change comprehensive slope are not in the anti-carsickness torque control range and the acceleration is set to be not limited by the mark, triggering an anti-carsickness interior light display instruction;

and controlling the interior lighting to display the anti-carsickness light through the anti-carsickness interior lighting display instruction.

Optionally, the segmenting the acceleration/deceleration torque control phase according to the preset segmentation strategy and the target required torque includes:

obtaining a first opening difference according to the current accelerator opening and the accelerator opening in the last time period;

when the first opening difference is larger than the accelerator opening incremental change threshold value, obtaining an acceleration section starting point;

obtaining a first torque difference according to the current motor output torque and the target required torque;

when the first torque difference is smaller than a torque threshold value of an acceleration section, or the decrement of the accelerator opening is larger than a decrement change threshold value of the accelerator opening, determining an end point of the acceleration section;

and determining an acceleration section according to the acceleration section starting point and the acceleration section end point.

Optionally, the obtaining of each torque segment control interval includes:

acquiring a pre-calibrated torque zero-crossing section starting point, a pre-calibrated torque zero-crossing section end point and a pre-calibrated torque lifting end point;

determining a torque increasing negative torque section according to the starting point of the acceleration section and the starting point of the zero-crossing torque section or the ending point of torque lifting;

determining a torque increasing zero-crossing section according to the torque zero-crossing section starting point and the torque zero-crossing section end point or the torque lifting end point;

and determining a torque increasing and twisting section according to the torque zero-crossing section end point and the torque lifting end point.

obtaining a second opening difference according to the current accelerator opening and the accelerator opening in the last time period;

when the second opening difference is larger than the decrement change threshold of the accelerator opening, obtaining a starting point of a deceleration section;

obtaining a second torque difference according to the current motor output torque and the target required torque;

when the second torque difference is smaller than the torque threshold of the deceleration section, or the decrement of the accelerator opening is larger than the increment change threshold of the accelerator opening, determining the end point of the deceleration section;

and determining a deceleration section according to the deceleration section starting point and the deceleration section end point.

Optionally, the obtaining each torque segment control interval includes:

acquiring a pre-calibrated torque zero-crossing section starting point, a pre-calibrated torque zero-crossing section end point and a pre-calibrated torque reduction end point;

determining a torque-reducing and torque-correcting section according to the starting point of the deceleration section and the starting point of the torque zero-crossing section or the torque reduction ending point;

determining a torque reduction zero-crossing section according to the torque zero-crossing section starting point and the torque zero-crossing section end point or the torque reduction end point;

and determining a torque-reducing negative torque section according to the torque zero-crossing section end point and the torque reduction end point.

Further, to achieve the above object, the present invention also proposes a vehicle control device including:

the acquisition module is used for determining a target required torque according to the accelerator opening, the vehicle speed and the driving mode;

the segmentation module is used for segmenting the acceleration and deceleration torque control stage according to a preset segmentation strategy and a target required torque to obtain each torque segmentation control interval;

the acquisition module is further used for determining a slope control strategy and a filtering control strategy corresponding to each torque subsection control interval;

the control module is used for controlling the torque according to the slope control strategy and the filtering control strategy to obtain the current acceleration, the current torque change comprehensive slope and the corresponding motor output torque; and the control module is also used for controlling the motor to work according to the output torque of the motor when the current acceleration and the current torque change comprehensive slope are within the anti-carsickness torque control range.

Further, to achieve the above object, the present invention also proposes a vehicle control apparatus including: a memory, a processor, and a vehicle control program stored on the memory and executable on the processor, the vehicle control program configured to implement a vehicle control method as described above.

Furthermore, to achieve the above object, the present invention also proposes a storage medium having stored thereon a vehicle control program that, when executed by a processor, implements the vehicle control method as described above.

The vehicle control method provided by the invention determines the target required torque according to the accelerator opening, the vehicle speed and the driving mode; segmenting the acceleration and deceleration torque control stage according to a preset segmentation strategy and a target required torque to obtain each torque segmentation control interval; determining a slope control strategy and a filtering control strategy corresponding to each torque subsection control interval; controlling the torque according to the slope control strategy and the filtering control strategy to obtain the current acceleration, the current torque change comprehensive slope and the corresponding motor output torque; and when the current acceleration and the current torque change comprehensive slope are within the anti-carsickness torque control range, controlling the motor to work according to the output torque of the motor, so that the acceleration and deceleration torque and the torque lifting rate are controlled within a specific comfort range at different acceleration and deceleration stages according to different performance targets, and the purpose of improving the control stability of the vehicle is achieved.

Drawings

FIG. 1 is a schematic diagram of a vehicle control device in a hardware operating environment according to an embodiment of the present invention;

FIG. 2 is a schematic flowchart of a first embodiment of a vehicle control method of the invention;

FIG. 3 is a schematic block diagram of an embodiment of a vehicle control method of the present invention;

FIG. 4 is a schematic diagram of torque control ranges corresponding to acceleration and integrated slope control targets in accordance with one embodiment of the vehicle control method of the present invention;

FIG. 5 is a flowchart illustrating a second embodiment of a vehicle control method according to the present invention;

FIG. 6 is a schematic view of an overall flow of vehicle control according to an embodiment of the vehicle control method of the present invention;

FIG. 7 is a flowchart illustrating a third embodiment of a vehicle control method according to the present invention;

fig. 8 is a functional block diagram of the first embodiment of the vehicle control apparatus of the invention.

The implementation, functional features and advantages of the present invention will be further described with reference to the accompanying drawings.

Detailed Description

It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

Referring to fig. 1, fig. 1 is a schematic device structure diagram of a hardware operating environment according to an embodiment of the present invention.

As shown in fig. 1, the apparatus may include: a processor 1001, such as a CPU, a communication bus 1002, a driver interface 1003, a network interface 1004, and a memory 1005. Wherein a communication bus 1002 is used to enable connective communication between these components. The driver interface 1003 may include a Display screen (Display), an input unit such as a key, and the optional driver interface 1003 may also include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a wireless interface (e.g., a Wi-Fi interface). The memory 1005 may be a high-speed RAM memory or a non-volatile memory (e.g., a magnetic disk memory). The memory 1005 may alternatively be a storage device separate from the processor 1001 described previously.

Those skilled in the art will appreciate that the vehicle control apparatus configuration shown in fig. 1 does not constitute a limitation of the vehicle control apparatus, and may include more or fewer components than those shown, or some components in combination, or a different arrangement of components.

As shown in fig. 1, a memory 1005, which is one type of storage medium, may include therein an operating system, a network communication module, a driver interface module, and a vehicle control program.

In the vehicle control apparatus shown in fig. 1, the network interface 1004 is mainly used for connecting a server, and performing data communication with the server; the driver interface 1003 is mainly used for connecting a driver terminal and performing data communication with the terminal; the vehicle control apparatus of the present invention calls a vehicle control program stored in the memory 1005 by the processor 1001 and executes a vehicle control method provided by the embodiment of the present invention.

Based on the hardware structure, the embodiment of the vehicle control method is provided.

Referring to fig. 2, fig. 2 is a flowchart illustrating a first embodiment of a vehicle control method according to the present invention.

In a first embodiment, the vehicle control method includes the steps of:

in step S10, a target required torque is determined based on the accelerator opening, the vehicle speed, and the driving mode.

It should be noted that the execution subject of the embodiment is a vehicle control device, the vehicle control device may be a vehicle, and may also be a controller on the vehicle, which is not limited in the embodiment, where the target required torque is a target torque during the torque adjustment of the vehicle.

In the specific implementation, the corresponding relation between the accelerator opening, the vehicle speed and the driving mode and the required torque is preset, a required torque relation table is established, and under the condition that the accelerator opening, the vehicle speed and the driving mode are obtained, the corresponding target required torque can be obtained by searching the required torque relation table.

And step S20, segmenting the acceleration and deceleration torque control stage according to a preset segmentation strategy and the target required torque to obtain each torque segmentation control interval.

It can be understood that the preset segmentation strategy is to segment an acceleration and deceleration process of a vehicle running process, each segment separately adopts a corresponding torque change slope for torque control due to different driving requirements, and can be divided into an acceleration segment and a deceleration segment, a torque segmentation control interval includes a torque increasing negative torque segment, a torque increasing zero crossing segment and a torque increasing positive torque segment of the acceleration segment, and a torque decreasing positive torque segment, a torque decreasing zero crossing segment and a torque decreasing negative torque segment of the deceleration segment, as shown in the segmentation schematic diagram of fig. 3.

In this embodiment, the performance requirements of the driver/passenger are different in different torque sections, and the torque is controlled in sections, which is beneficial to improving the comprehensive performance. In the torque increasing and reversing section, after a driver steps on an accelerator pedal, the required torque can quickly respond, the reversing to zero torque process needs to be as quick as possible on the basis of the balance of the carsickness feeling, and the carsickness feeling of the client is small in perception in the section. In the torque increasing zero passage section, the vehicle is most easily subjected to impact feeling caused by gear beating of a gear train of the speed reducer due to switching of positive and negative torques, so that the torque in the section is small enough to avoid impact on the basis of smooth connection between the torque in the section and the front end and the rear end, and the discomfort of torque section difference is prevented. In the torque increasing and twisting section, the displacement of vestibular organs caused by torque change to drivers/passengers is the largest, and carsickness feel is caused most easily, so that the torque lifting rate of the section is controlled in a non-carsickness range, and the accelerating power requirement of the driver is considered at the same time. In the torque-down and torque-correcting section, after the driver looses the accelerator pedal, the client does not have the intention of acceleration any more, the torque-down and torque-correcting section is required to exit quickly, and if the torque-down speed is too slow, bad feeling can be generated, so that the torque-down of the section is required to be as fast as possible on the basis of the balance of carsickness feeling. And fifthly, in a torque-down zero section, the vehicle is most easily subjected to impact feeling caused by gear beating of a gear train of the speed reducer due to switching of positive and negative torques, so that the torque in the section is increased on the basis of smooth connection with the front end and the rear end, and is small enough to avoid impact and prevent the torque section difference from causing discomfort. And sixthly, a torsion reducing negative torsion section is provided, passengers are most likely to feel carsickness due to unexpected vestibule displacement of the passengers caused by energy recovery, and torque control of the section is on the basis of meeting an economic development target, namely, energy recovery electric quantity and torque reduction rate control are as small as possible to avoid the carsickness, so that a slope control strategy and a filtering control strategy which meet requirements are set for each torque sectional control interval.

And step S30, determining a slope control strategy and a filtering control strategy corresponding to each torque subsection control interval.

It can be understood that the slope control strategy sets corresponding different control slopes for each torque segment control interval according to driving requirements, and the filtering control strategy is to perform torque adjustment through different filtering coefficients on the basis of slope control torque, so as to ensure the stability of torque adjustment.

In this embodiment, on the basis of the original torque boost slope control, the filtering control is added, and on the basis of the fixed slope control, the filtering control is superimposed. The torque-increasing negative torque section/torque-decreasing positive torque section can achieve the response of increasing the torque-increasing negative torque section/torque-decreasing positive torque section to improve the power response, avoid the problem of automatic acceleration of the throttle valve, and simultaneously give consideration to the acceleration and deceleration expectation and the energy recovery economy requirement of a driver at the torque-increasing positive torque section/torque-decreasing negative torque section.

And step S40, controlling the torque according to the slope control strategy and the filtering control strategy to obtain the current acceleration, the current torque change comprehensive slope and the corresponding motor output torque.

In the embodiment, the acceleration is calculated by combining the current accelerator opening, the vehicle speed and the speed ratio of the reducer and the tire based on the driver demand target torque calculation module, the output torque is obtained according to the current accelerator opening, the vehicle speed and the speed ratio of the reducer and the tire, and the corresponding acceleration is obtained according to the output torque.

And step S50, when the current acceleration and the current torque change comprehensive slope are in the anti-carsickness torque control range, controlling the motor to work according to the output torque of the motor.

As shown in fig. 4, a schematic diagram of a torque control range corresponding to an acceleration and comprehensive slope control target is obtained by presetting a carsickness-preventing torque control range, namely a whole-vehicle acceleration and deceleration torque control range, obtaining a current acceleration and a current torque change comprehensive slope, judging that the current acceleration and the current torque change comprehensive slope are in the carsickness-preventing torque control range, and when the current acceleration and the current torque change comprehensive slope are in the carsickness-preventing torque control range, indicating that carsickness cannot be caused, namely, a motor is controlled to work by outputting torque through the motor, and when the current acceleration and the current torque change comprehensive slope are not in the carsickness-preventing torque control range, strictly limiting the torque change slope to a client comfortable/non-carsickness range defined according to medical principles through feedback control of weighting of the torque change comprehensive slope, the passengers are always in a comfortable and not carsick state no matter how the driver operates the vehicle by acceleration and deceleration.

In an embodiment, after the step S40, the method further includes:

when the current acceleration and the current torque change comprehensive slope are not in the anti-carsickness torque control range and the acceleration is set to be not limited by the mark, triggering an anti-carsickness interior light display instruction; and controlling the interior lighting to display the anti-carsickness light through the anti-carsickness interior lighting display instruction.

In actual vehicle driving process, if the size of restriction acceleration, the driver who probably causes feels badly with higher speed when big throttle accelerates, torque control does not restrict motor moment of torsion size, but breaks through comfortable district scope when the moment of torsion, judge through carsickness torque condition judgment module and trigger the back, pass through CAN message interaction with automobile body control module, the interior light feedback that triggers to prevent carsickness shows in order to alleviate passenger's carsickness, consequently, through carsickness torque condition judgment module, the condition of giving consideration to driver operation limit big throttle dynamic nature, the interior light feedback that shows through triggering to prevent carsickness shows in order to alleviate the passenger carsickness of this limit condition.

In the present embodiment, the target required torque is determined according to the accelerator opening, the vehicle speed, and the driving mode; segmenting the acceleration and deceleration torque control stage according to a preset segmentation strategy and a target required torque to obtain each torque segmentation control interval; determining a slope control strategy and a filtering control strategy corresponding to each torque subsection control interval; controlling the torque according to the slope control strategy and the filtering control strategy to obtain the current acceleration, the current torque change comprehensive slope and the corresponding motor output torque; and when the current acceleration and the current torque change comprehensive slope are within the anti-carsickness torque control range, controlling the motor to work according to the output torque of the motor, so that the acceleration and deceleration torque and the torque lifting rate are controlled within a specific comfort range at different acceleration and deceleration stages according to different performance targets, and the purpose of improving the control stability of the vehicle is achieved.

Referring to fig. 5, fig. 5 is a flowchart illustrating a second embodiment of the vehicle control method according to the present invention, where the second embodiment is proposed based on the first embodiment, and after step S40, the method further includes:

and step S60, when the current acceleration and the current torque change comprehensive slope are not in the anti-carsickness torque control range, acquiring a target torque change comprehensive slope and a target acceleration in the anti-carsickness torque control range.

In this embodiment, when the integrated slope of the current acceleration and the current torque change is not in the anti-carsickness torque control range, it is described that carsickness is likely to occur in the current situation, and therefore, the absolute torque control range which is comfortable and not carsickness is located through setting and feedback control of the comfortable driving control target, and feedback adjustment is performed through control of the slope until the integrated slope of the acceleration and the torque change after adjustment is in the anti-carsickness torque control range.

And step S70, determining a target filter coefficient according to the target torque change comprehensive slope and the target acceleration.

It should be noted that, during feedback control, adjustment is performed according to the target torque change comprehensive slope and the target acceleration within the anti-carsickness torque control range, when the target torque change comprehensive slope and the target acceleration are obtained, a filter coefficient is determined according to the target torque change comprehensive slope and the target acceleration, torque adjustment is performed according to the filter coefficient to obtain a new torque control slope, and a new torque change comprehensive slope is obtained according to the new torque control slope until the adjusted acceleration and the adjusted torque change comprehensive slope are within the anti-carsickness torque control range, so that feedback control of torque is realized, the increase and decrease rate of torque is controlled, and carsickness is avoided.

And step S80, performing feedback adjustment according to the target filter coefficient until the adjusted acceleration and torque change comprehensive slope is within the anti-carsickness torque control range.

The present embodiment locates the comfortable and non-carsickness absolute torque control range by setting and feedback control of the comfortable driving control target, and achieves the performance effect that passengers are not carsickness.

In an embodiment, the controlling the torque according to the slope control strategy and the filtering control strategy to obtain the corresponding output torque of the motor includes:

when the torque subsection control interval is in a non-zero-crossing section, the current non-zero-crossing section motor output torque is calculated according to the initial change torque slope; determining an initial filtering coefficient of the non-zero-crossing section according to a filtering control strategy corresponding to the non-zero-crossing section; and determining the output torque of the non-zero-section motor according to the non-zero-section initial filter coefficient, the current non-zero-section torque and the current non-zero-section motor output torque.

It can be understood that different control slope and filter coefficients are adopted in each torque segment control interval, and when the torque is not in a zero-crossing segment, torque adjustment is performed through the initial change torque slope, and filter control is superposed, so that fine segment stable control of the torque is realized, for example, when the initial change torque slope is limited to 10Nm/s, and the target torque is 100Nm, the current torque is 10Nm, the output in the next cycle is 20Nm, and the current torque is 80Nm, and the output in the next cycle is 90 Nm. However, since the filter control is added, when the filter coefficient is 0.1, the increment of the next cycle torque is (100-10) × 0.1 ═ 9Nm when the current torque is 10Nm, the increment of the next cycle torque is (100-80) × 0.1 ═ 2Nm when the current torque is 80Nm and the output torque is 82Nm in the next cycle. Compared with the output torque which is initially limited by the torque slope and is constant for 10Nm change, the torque control after filtering is more smooth, and segmented fine control that the torque change rate approaches the target torque process along with the actual torque can be realized according to the adjustment of the filter coefficient.

When the torque subsection control interval is in a zero-crossing section, determining an initial filtering coefficient of the zero-crossing section according to a filtering control strategy corresponding to the zero-crossing section; adjusting the zero-crossing initial filter coefficient according to the non-zero-crossing motor output torque and the current zero-crossing motor output torque to obtain a zero-crossing target filter coefficient; and determining the output torque of the zero-crossing motor according to the zero-crossing target filter coefficient, the current zero-crossing torque and the current zero-crossing motor output torque.

In the embodiment, when the torque segment control interval is in the zero-crossing segment, the slope control and the torque filtering are combined to realize the independent control of the zero-crossing segment, but the torque is subjected to the filtering processing to relieve the torque change slope when the non-zero segment is transited to the zero segment.

Limiting the torque change slope of the whole torque change process through a torque slope control module; and then on the basis of slope control, filtering the torque non-zero-passage section to realize torque slope difference control of the non-zero-passage sections, wherein according to the principle of filtering control, the torque sections are higher in difference value with the target torque, the torque lifting rate is higher than that of the torque sections, the larger the filtering coefficient is, the larger the difference of the lifting rate is, and the sectional significance/target sectional control can be realized by combining slope control. And secondly, in the zero-crossing section, a torque zero-crossing area which is easy to generate tooth striking impact is separately identified through torque zero-crossing filtering, and then torque filtering is carried out in the area to slow down the torque change slope, so that torque control independent from the first, second and third sections is realized.

The acceleration and deceleration segmentation is realized through non-zero-passage filtering, zero-passage filtering and slope control, and the acceleration and deceleration response, acceleration and deceleration impact, dynamic property, economical efficiency and comfortable feeling performance balance and benefit maximization are realized through independent control of different stages according to different performance targets.

In one embodiment, the controlling the torque according to the slope control strategy and the filtering control strategy to obtain the current comprehensive slope of the torque change includes:

acquiring a weighting coefficient corresponding to each torque segmented control interval; and obtaining the current torque change comprehensive slope according to the initial torque change slope and the weighting coefficient.

In the present embodiment, the torque variation integration slope K weights: the acceleration segment K-K1 i + K2 o + K3 q; the deceleration section K ═ K4 ═ K5 ═ t + K6 ═ r; k1, K2, K3, K4, K5 and K6 are torque change slopes of the torque segments of (i) - (sixth), and i, o, q, u, t and r are weighting coefficients of the segments for uncomfortable carsickness. The acceleration is calculated by combining the current accelerator opening, the vehicle speed, the speed reducer and the tire speed ratio based on a driver demand target torque calculation module.

Finally, the comprehensive torque change slope K and the acceleration G need to be controlled in the anti-carsickness range shown in the figure 4, meanwhile, the K1 control gives consideration to the acceleration response target, the K2 control gives consideration to the acceleration smoothness target, the K3 control gives consideration to the deceleration acceleration force target, the K4 control gives consideration to the automatic acceleration control target, the K5 control gives consideration to the deceleration smoothness target, and the K6 control gives consideration to the energy recovery economy target.

In an embodiment, the performing feedback adjustment according to the target filter coefficient until the adjusted integrated slope of acceleration and torque change is within the anti-carsickness torque control range includes:

adjusting the initial filter coefficient according to the target filter coefficient to obtain the output torque of the target motor; obtaining the torque slope of each torque subsection control interval corresponding to the target change according to the output torque of the target motor; and obtaining the adjusted acceleration and the adjusted comprehensive gradient of the torque change according to the target change torque gradient until the adjusted acceleration and the adjusted comprehensive gradient of the torque change are in the anti-carsickness torque control range.

As shown in the overall flow diagram of vehicle control shown in fig. 6, firstly, a torque target required by a driver is determined according to an accelerator opening, a vehicle speed and a driving mode, then, torque change slope limitation, torque zero-crossing filtering and torque non-zero-crossing filtering are performed to obtain a motor torque execution target, motor torque execution is performed according to the motor torque execution target, and when a vehicle sickness torque condition is limited, a vehicle sickness torque condition is judged, and light display for preventing vehicle sickness is performed.

In the embodiment, when the feedback adjustment is carried out, the torque change slope is strictly limited to a client comfortable/non-carsickness range defined according to the medical principle through the feedback control of torque change comprehensive slope weighting, and the passengers are ensured to be always in a comfortable and non-carsickness state no matter how the driver operates the vehicle by acceleration and deceleration.

Referring to fig. 7, fig. 7 is a flowchart illustrating a third embodiment of the vehicle control method according to the present invention, where the third embodiment is proposed based on the first embodiment, and in the third embodiment, the step S20 includes:

step S201, a first opening difference is obtained according to the current accelerator opening and the accelerator opening in the last time period.

In the present embodiment, when the acceleration section is defined, the timing is started from the accelerator opening increment, i.e., the first difference, and the timing is ended when the torque boost is terminated, wherein the accelerator opening increment is that the timing is started from the current accelerator opening to the accelerator opening in the previous time period, and the accelerator opening is greater than a + a in the current accelerator opening to the previous time period.

And step S202, when the first opening difference is larger than the accelerator opening incremental change threshold value, obtaining an acceleration section starting point.

The accelerator opening incremental change threshold value is A + a, wherein A represents a judgment threshold value triggered by accelerator opening incremental change; a represents a control margin for preventing frequent triggering of an accelerator opening change condition, B represents a judgment threshold value for achieving an accelerator coefficient target by actual motor torque output in an acceleration stage, and C represents a judgment threshold value for triggering accelerator opening decrement change; and D represents a judgment threshold value for achieving the target of the accelerator coefficient by the actual motor torque output of the deceleration section.

Step S203, a first torque difference is obtained according to the current motor output torque and the target required torque.

And step S204, when the first torque difference is smaller than the acceleration section torque threshold value or the accelerator opening decrement is larger than the accelerator opening decrement change threshold value, determining the end point of the acceleration section.

The torque lifting termination condition is triggered by one of the following conditions, 1, the current motor output torque-a torque target corresponding to the current accelerator coefficient, namely the target required torque is less than B; 2. the decrement of the accelerator opening is larger than C + a, wherein the decrement of the accelerator opening is the current accelerator opening of the accelerator opening in the last time period.

Step S205, determining an acceleration segment according to the acceleration segment starting point and the acceleration segment ending point.

In one embodiment, the obtaining each torque segment control interval includes:

acquiring a pre-calibrated torque zero-crossing section starting point, a pre-calibrated torque zero-crossing section end point and a pre-calibrated torque lifting end point; determining a torque increasing negative torque section according to the starting point of the acceleration section and the starting point of the zero-crossing section of the torque or the ending point of torque lifting; determining a torque increasing zero passage according to the torque zero passage starting point and the torque zero passage end point or the torque lifting end point; and determining a torque increasing and twisting section according to the torque zero-crossing section end point and the torque lifting end point.

When the acceleration section is segmented, as shown in fig. 3, the acceleration section is divided into (i) a torque-increasing and torque-reversing section: timing is started when the accelerator opening increment (the current accelerator opening-the accelerator opening in the last time period) > A + a, and the timing is ended when the torque zero-crossing section starting point or the torque lifting defined by the calibration parameter of the torque zero-crossing filter control module is ended. Increasing torque at a zero passage: the torque zero-crossing filtering control module is used for calibrating parameters to define the starting point of the torque zero-crossing section to start timing, and the ending point of the torque zero-crossing section or the ending point of torque lifting. Thirdly, torque increasing and torque correcting section: starting from the end point of the torque zero-crossing section defined by the calibration parameters of the torque zero-crossing filtering control module and ending when the torque lifting is finished.

In one embodiment, the step S20 includes:

obtaining a second opening difference according to the current opening of the accelerator and the opening of the accelerator in the last time period; when the second opening difference is larger than the decrement change threshold of the accelerator opening, obtaining a starting point of a deceleration section; obtaining a second torque difference according to the current motor output torque and the target required torque; when the second torque difference is smaller than the torque threshold of the deceleration section, or the decrement of the accelerator opening is larger than the increment change threshold of the accelerator opening, determining the end point of the deceleration section; and determining a deceleration section according to the deceleration section starting point and the deceleration section end point.

In the embodiment, when defining the deceleration section, firstly, starting timing from the accelerator opening decrement, namely, the second opening difference, and ending when the torque reduction is ended, wherein the accelerator opening decrement is that timing is started from the accelerator opening of the last time period to the current accelerator opening, and the accelerator opening of the last time period to the current accelerator opening is greater than C + a, and ending when the torque reduction is ended, the torque reduction ending condition is that one of the following conditions triggers 1, and the torque target corresponding to the current accelerator coefficient is that the current motor output torque is less than D; and 2, accelerator opening increment (current accelerator opening-accelerator opening in the last time period) is more than A + a.

In one embodiment, the obtaining each torque segment control interval includes:

acquiring a pre-calibrated torque zero-crossing section starting point, a pre-calibrated torque zero-crossing section end point and a pre-calibrated torque reduction end point; determining a torque-reducing and torque-correcting section according to the starting point of the deceleration section and the starting point of the torque zero-crossing section or the torque reduction ending point; determining a torque reduction zero-crossing section according to the torque zero-crossing section starting point and the torque zero-crossing section end point or the torque reduction end point; and determining a torque-reducing negative torque section according to the torque zero-crossing section end point and the torque-reducing end point.

When the deceleration section is segmented, the deceleration section is continuously divided into a torque-reducing and torque-correcting section as shown in fig. 3: starting timing from the accelerator opening decrement (the accelerator opening in the last time period-the current accelerator opening) > C + a, and ending at the starting point of a torque zero-crossing section or the ending of torque reduction defined by the calibration parameters of the torque zero-crossing filter control module. Fifthly, torsion reduction zero passage: the torque zero-crossing filtering control module defines parameters to define the starting point of the torque zero-crossing section to start timing, and the ending point of the torque zero-crossing section or the ending point of torque reduction. Sixthly, torsion reduction and negative torsion segment: starting from the end of the torque zero-crossing defined by the calibration parameters of the torque zero-crossing filtering control module and ending when the torque drop is ended.

In the embodiment, the acceleration and deceleration section is defined, the acceleration and deceleration are segmented, the different stages are independently controlled according to different performance targets, the acceleration and deceleration response, the acceleration and deceleration impact, the dynamic performance, the economical efficiency and the comfortable feeling are balanced, and the benefit is maximized, so that the fine control of the vehicle is realized.

The invention further provides a vehicle control device.

Referring to fig. 8, fig. 8 is a functional block diagram of a first embodiment of the vehicle control apparatus of the present invention.

In a first embodiment of a vehicle control apparatus according to the present invention, the vehicle control apparatus includes:

the acquisition module 10 is used for determining the target required torque according to the accelerator opening, the vehicle speed and the driving mode.

And the segmenting module 20 is configured to segment the acceleration and deceleration torque control stage according to a preset segmenting strategy and the target required torque to obtain each torque segmented control interval.

The obtaining module 10 is further configured to determine a slope control strategy and a filtering control strategy corresponding to each torque segment control interval.

And the control module 30 is used for controlling the torque according to the slope control strategy and the filtering control strategy to obtain the current acceleration, the current torque change comprehensive slope and the corresponding motor output torque.

The control module 30 is further configured to control the motor to operate according to the output torque of the motor when the current acceleration and the current torque change comprehensive slope are within the anti-carsickness torque control range. In the present embodiment, the target required torque is determined by determining the target required torque according to the accelerator opening, the vehicle speed, and the driving mode; segmenting the acceleration and deceleration torque control stage according to a preset segmentation strategy and a target required torque to obtain each torque segmentation control interval; determining a slope control strategy and a filtering control strategy corresponding to each torque subsection control interval; controlling the torque according to the slope control strategy and the filtering control strategy to obtain the current acceleration, the current torque change comprehensive slope and the corresponding motor output torque; and when the current acceleration and the current torque change comprehensive slope are within the anti-carsickness torque control range, controlling the motor to work according to the output torque of the motor, so that the acceleration and deceleration torque and the torque lifting rate are controlled within a specific comfort range at different acceleration and deceleration stages according to different performance targets, and the purpose of improving the control stability of the vehicle is achieved.

Optionally, the control module 30 is further configured to obtain a target torque change comprehensive slope and a target acceleration within the anti-carsickness torque control range when the current acceleration and the current torque change comprehensive slope are not within the anti-carsickness torque control range;

Optionally, the control module 30 is further configured to determine an initial torque change slope corresponding to each torque segment control interval according to the slope control strategy, where each torque segment control interval includes a non-zero-crossing interval and a zero-crossing interval;

Optionally, the control module 30 is further configured to obtain a weighting coefficient corresponding to each torque segment control interval;

Optionally, the control module 30 is further configured to adjust the initial filter coefficient according to the target filter coefficient to obtain a target motor output torque;

Optionally, the control module 30 is further configured to trigger a car sickness prevention interior lighting display instruction when the current acceleration and the current torque change comprehensive slope are not in a car sickness prevention torque control range, and an acceleration is set not to limit the identifier;

Optionally, the segmentation module 20 is further configured to obtain a first opening difference according to the current accelerator opening and the accelerator opening in the previous time period;

Optionally, the segmentation module 20 is further configured to obtain a pre-calibrated torque zero-crossing start point, a pre-calibrated torque zero-crossing end point, and a pre-calibrated torque hoisting end point;

determining a torque increasing zero passage according to the torque zero passage starting point and the torque zero passage end point or the torque lifting end point;

Optionally, the segmentation module 20 is further configured to obtain a second opening difference according to the current accelerator opening and the accelerator opening in the previous time period;

Optionally, the segmenting module 20 is further configured to obtain a pre-calibrated torque zero-crossing start point, a pre-calibrated torque zero-crossing end point, and a pre-calibrated torque drop end point;

Since the vehicle control device adopts all the technical solutions of all the embodiments, at least all the beneficial effects brought by the technical solutions of the embodiments are achieved, and no further description is given here.

Furthermore, an embodiment of the present invention also proposes a storage medium having a vehicle control program stored thereon, which when executed by a processor implements the vehicle control method as described above.

Since the storage medium adopts all technical solutions of all the embodiments, at least all the beneficial effects brought by the technical solutions of the embodiments are achieved, and no further description is given here.

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 system 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 system. 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 system that comprises the element.

The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.

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 solution of the present invention may be substantially or partially embodied in the form of a software product, which is stored in a computer-readable storage medium (such as ROM/RAM, magnetic disk, optical disk) as described above and includes instructions for enabling an intelligent 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 invention.

The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.

Claims

1. A vehicle control method characterized by comprising:

2. The vehicle control method according to claim 1, wherein after the controlling the torque according to the slope control strategy and the filter control strategy to obtain the current acceleration, the integrated slope of the torque change and the corresponding output torque of the motor, further comprises:

3. The vehicle control method of claim 2, wherein controlling torque according to the slope control strategy and the filter control strategy to obtain a corresponding motor output torque comprises:

determining initial torque change slopes corresponding to all torque segmented control intervals according to the slope control strategy, wherein each torque segmented control interval comprises a non-zero-crossing segment and a zero-crossing segment;

4. The vehicle control method of claim 3, wherein controlling torque according to the slope control strategy and a filter control strategy to obtain a current torque change integrated slope comprises:

5. The vehicle control method according to claim 4, wherein the feedback adjustment according to the target filter coefficient until the adjusted acceleration and torque change integrated slope is within the anti-carsickness torque control range comprises:

and obtaining the adjusted acceleration and the adjusted comprehensive slope of the torque change according to the target change torque slope until the adjusted acceleration and comprehensive slope of the torque change are within the anti-carsickness torque control range.

6. The method as claimed in claim 1, wherein said controlling the torque according to the slope control strategy and the filter control strategy to obtain the current acceleration, the integrated slope of the torque variation and the corresponding output torque of the motor further comprises:

and controlling the interior lighting to perform the anti-carsickness lighting display through the anti-carsickness interior lighting display instruction.

7. The vehicle control method according to any one of claims 1 to 6, wherein the segmenting the acceleration-deceleration torque control phase according to a preset segmentation strategy and the target required torque includes:

8. The vehicle control method according to claim 7, wherein the obtaining each torque segment control interval comprises:

9. The vehicle control method according to any one of claims 1 to 6, wherein the segmenting the acceleration-deceleration torque control phase according to a preset segmentation strategy and the target required torque includes:

obtaining a second opening difference according to the current opening of the accelerator and the opening of the accelerator in the last time period;

when the second opening difference is larger than the decrement change threshold of the opening of the accelerator, obtaining a starting point of a deceleration section;

10. The vehicle control method according to claim 9, wherein the obtaining each torque segment control interval comprises:

and determining a torque-reducing negative torque section according to the torque zero-crossing section end point and the torque-reducing end point.

11. A vehicle control apparatus, characterized by comprising:

the control module is used for controlling the torque according to the slope control strategy and the filtering control strategy to obtain the current acceleration, the current torque change comprehensive slope and the corresponding motor output torque;

and the control module is also used for controlling the motor to work according to the output torque of the motor when the current acceleration and the current torque change comprehensive slope are within the anti-carsickness torque control range.

12. A vehicle control apparatus, characterized by comprising: a memory, a processor, and a vehicle control program stored on the memory and executable on the processor, the vehicle control program configured to implement the vehicle control method according to any one of claims 1 to 10.

13. A storage medium characterized in that the storage medium has stored thereon a vehicle control program that, when executed by a processor, implements the vehicle control method according to any one of claims 1 to 10.