CN115179921A - Vehicle control method and device, electronic equipment and storage medium - Google Patents
Vehicle control method and device, electronic equipment and storage medium Download PDFInfo
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- CN115179921A CN115179921A CN202210907073.3A CN202210907073A CN115179921A CN 115179921 A CN115179921 A CN 115179921A CN 202210907073 A CN202210907073 A CN 202210907073A CN 115179921 A CN115179921 A CN 115179921A
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- 238000004590 computer program Methods 0.000 claims description 16
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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
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- 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
- B60W30/02—Control of vehicle driving stability
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/28—Wheel speed
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Combustion & Propulsion (AREA)
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- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The embodiment of the invention discloses a vehicle control method and device, electronic equipment and a storage medium. The method comprises the following steps: determining an axle speed control deviation of the vehicle after activating a coast anti-lock function of the vehicle; determining a first target torque according to the shaft speed control deviation; and determining the current working mode of the vehicle, and controlling the vehicle according to the first target torque and the working mode. According to the embodiment of the invention, the first target torque of the vehicle is further determined by determining the axle speed control deviation of the vehicle, so that the vehicle is controlled according to the first target torque and the current working mode of the vehicle, the anti-lock function of the vehicle during sliding is realized, and the stability during sliding of the vehicle is improved.
Description
Technical Field
The present invention relates to the field of vehicle control technologies, and in particular, to a method and an apparatus for controlling a vehicle, an electronic device, and a storage medium.
Background
With the development of the two-motor hybrid vehicle type, the drive control of the two-motor hybrid vehicle type is also gradually becoming important.
At present, in the process of driving a dual-motor hybrid vehicle, because the motor of the vehicle slides to recover the torque, when the vehicle is positioned on a low-attachment road surface, the driving wheel of the vehicle can be locked, so that the driving stability of the vehicle is deteriorated, and the driving safety of the vehicle is seriously influenced.
Disclosure of Invention
The invention provides a vehicle control method, a vehicle control device, electronic equipment and a storage medium, which are used for realizing anti-lock control of a vehicle in different working modes and improving the stability of the vehicle.
In a first aspect, an embodiment of the present invention provides a control method for a vehicle, including: determining an axle speed control deviation of the vehicle after activating a coast anti-lock function of the vehicle; determining a first target torque according to the shaft speed control deviation; and determining the current working mode of the vehicle, and controlling the vehicle according to the first target torque and the working mode.
In a second aspect, an embodiment of the present invention further provides a control apparatus for a vehicle, including: the deviation determining module is used for determining the axle speed control deviation of the vehicle after the slide anti-lock function of the vehicle is activated; the torque determining module is used for determining a first target torque according to the shaft speed control deviation; and the vehicle control module is used for determining the current working mode of the vehicle and controlling the vehicle according to the first target torque and the working mode.
In a third aspect, an embodiment of the present invention further provides an electronic device, where the electronic device includes: at least one processor; and a memory communicatively coupled to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executable by the at least one processor to enable the at least one processor to perform the control method of the vehicle of any of the embodiments of the invention.
In a fourth aspect, the embodiment of the present invention further provides a computer-readable storage medium, where computer instructions are stored, and the computer instructions are used for causing a processor to implement the control method of the vehicle according to any embodiment of the present invention when executed.
According to the technical scheme of the embodiment of the invention, after the sliding anti-lock function of the vehicle is activated, the axle speed control deviation of the vehicle is determined; determining a first target torque according to the shaft speed control deviation; and determining the current working mode of the vehicle, and controlling the vehicle according to the first target torque and the working mode. On the basis of the embodiment, the first target torque of the vehicle is further determined by determining the axle speed control deviation of the vehicle, so that the vehicle is controlled according to the first target torque and the current working mode of the vehicle, the anti-lock function of the vehicle during coasting is realized, and the coasting stability of the vehicle is improved.
It should be understood that the statements in this section do not necessarily identify key or critical features of the embodiments of the present invention, nor do they necessarily limit the scope of the invention. Other features of the present invention will become apparent from the following description.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a flowchart of a control method of a vehicle provided in an embodiment of the invention;
FIG. 2 is a schematic representation of an engine efficiency optimization curve provided in an embodiment of the present invention;
fig. 3 is still another flowchart of a control method of a vehicle provided in the embodiment of the invention;
fig. 4 is a schematic structural diagram of a control apparatus of a vehicle provided in an embodiment of the invention;
fig. 5 is a schematic structural diagram of an electronic device provided in an embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. 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 invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in other sequences than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Fig. 1 is a flowchart of a control method for a vehicle according to an embodiment of the present invention, where the embodiment is applicable to a vehicle coasting situation, the method may be executed by a control device of the vehicle, the control device of the vehicle may be implemented in a form of hardware and/or software, and in a specific embodiment, the control device of the vehicle may be configured in an electronic device (e.g., a vehicle or a vehicle-integrated device). As shown in fig. 1, the method of the embodiment of the present invention specifically includes the following steps:
and S110, after the anti-lock sliding function of the vehicle is activated, determining the axle speed control deviation of the vehicle.
Wherein the axle speed control deviation is determined by a difference between an actual axle speed and a target axle speed of the passing vehicle.
Specifically, after the anti-lock sliding function of the vehicle is activated, the actual axle speed and the current vehicle speed of the vehicle are obtained, the target axle speed of the vehicle is further determined according to the current vehicle speed of the vehicle, and then the axle speed control deviation of the vehicle is determined according to the difference value of the actual axle speed and the target axle speed of the vehicle.
And S120, determining a first target torque according to the shaft speed control deviation.
The first target torque is torque output from a crankshaft end of the vehicle.
Further, after determining the axle speed control deviation of the vehicle, a first target torque of the vehicle is determined according to the axle speed control deviation of the vehicle, the proportional term coefficient and the integral term coefficient.
Specifically, a first target torque of the vehicle
Where Δ v is the axle speed control deviation, i is the different time in the driving process of the vehicle, n is a specific time, k p Is the coefficient of the proportional term, k l Coefficient of integral term, k p And k l The value of (A) is determined by calibration so as to be suitable for different working conditions such as straight lines, steering and the like.
And S130, determining the current working mode of the vehicle, and controlling the vehicle according to the first target torque and the working mode.
The working mode refers to the current working state of the vehicle and comprises a pure electric working mode, a series working mode and a parallel working mode, wherein the pure electric working mode of the vehicle refers to the driving torque provided by a driving motor of the vehicle for the running of the vehicle, and a power battery provides electric energy required by the motor for the vehicle; the series working mode of the vehicle means that a driving motor of the vehicle provides driving torque for the running of the vehicle, and the engine provides required electric energy for the driving motor through a generator; the parallel working mode of the vehicle means that an engine of the vehicle directly drives the vehicle to run, and a driving motor recovers braking energy or provides driving power-assisted torque.
Specifically, the first target torque T is determined Tgt (n) thereafter, depending on the current operating mode of the vehicle and the first target torque T Tgt (n) further controlling the vehicle.
On the basis of the above embodiment, optionally, if the operating mode of the vehicle is the electric-only operating mode, controlling the vehicle according to the first target torque and the operating mode, including: determining maximum driving capability of driving motor
And maximum power generation capacity of driving motor
According to the maximum driving capability of the driving motor
Maximum power generation capacity of driving motor
And a first target torque T Tgt (n) determining a second target torque T TM (ii) a Controlling the target torque of the driving motor to be the second target torque T TM The engine is in a stopped state, and the generator target torque is 0.
Wherein the maximum driving capability of the driving motor
The maximum driving torque of the driving motor reported by the driving motor of the vehicle,
and calculating the maximum torque of the vehicle according to the maximum discharge driving rate of the power battery reported by the power battery and the actual rotating speed of the driving motor. Maximum power generation capacity of driving motor
The maximum power generation torque of the driving motor reported by the driving motor of the vehicle,
and calculating the maximum torque of the vehicle according to the maximum charging power reported by the power battery and the actual rotating speed of the driving motor.
Specifically, if the first target torque T Tgt (n) not less than the maximum power generation capacity of the drive motor
And is not greater than the maximum driving capability of the driving motor
Let the second target torque T TM Equal to the first target torque T Tgt (n); if the first target torque T Tgt (n) less than the maximum power generation capacity of the drive motor
Let the second target torque T TM Equal to the maximum power generation capacity of the driving motor
If the first target torque T Tgt (n) is greater than the maximum driving capability of the driving motor
Let the second target torque T TM Equal to the maximum driving capability of the driving motor
On the basis of the above embodiment, optionally, if the operating mode of the vehicle is the series operating mode, the first target torque T is determined Tgt (n) and an operation mode for controlling the vehicle, including: determining maximum driving capability of driving motor
And maximum power generation capacity of driving motor
According to the maximum driving capability of the driving motor
Maximum power generation capacity of driving motor
And a first target torque
Determining a second target torque T TM (ii) a Determining a third target Torque T GM (i) Maximum driving capability of generator
And maximum power generation capacity of generator
According to the maximum driving capability of the generator
Maximum power generation capacity of generator
And a third target torque T GM (i) Determining a fourth target torque; determining a fifth target Torque T Eng And maximum capacity of the engine
According to maximum capacity of engine
And a fifth target torque T GM (i) Determining a sixth target torque; controlling the target torque of the driving motor to be the second target torque T TM The generator target torque is a fourth target torque, and the engine target torque is a sixth target torque.
Wherein the generator has maximum driving capability
The maximum driving torque of the generator reported by the generator,
the maximum torque is calculated according to the maximum discharge power reported by the power battery and the actual rotating speed of the driving motor. Maximum power generation capacity of generator
The maximum generating torque of the generator reported by the generator is reported,
the maximum torque is calculated according to the maximum charging power reported by the battery and the actual rotating speed of the driving motor. Maximum capacity of engine
For engines with current charging efficiencyThe maximum torque.
In particular, according to the maximum driving capability of the driving motor
Maximum power generation capacity of driving motor
And a first target torque T Tgt (n) determining a second target torque T TM The method comprises the following steps: if the first target torque T Tgt (n) not less than the maximum power generation capacity of the drive motor
And is not greater than the maximum driving capability of the driving motor
Let the second target torque T TM Is equal to the first target torque T Tgt (n); if the first target torque T Tgt (n) less than the maximum power generation capacity of the drive motor
Let the second target torque T TM Equal to the maximum power generation capacity of the driving motor
If the first target torque T Tgt (n) is greater than the maximum driving capability of the driving motor
Let the second target torque T TM Equal to the maximum driving capability of the driving motor
According to the maximum driving capability of the generator
Maximum power generation capacity of generator
And a third target torque T GM (i) Determining a fourth target torque, comprising: if the third target torque T GM (i) Not less than the maximum power generation capacity of the generator
And is not greater than the maximum driving capability of the generator
The fourth target torque is made equal to the third target torque T GM (i) (ii) a If the third target torque T GM (i) Less than the maximum power generation capacity of the generator
Let the third target torque T GM (i) Equal to the maximum power generation capacity of the generator
If the third target torque T GM (i) Greater than the maximum driving capability of the generator
Let the third target torque T GM (i) Equal to the maximum driving capability of the generator
According to maximum capacity of engine
And a fifth target torque T Eng Determining a sixth target torque comprising: if the fifth target torque T Eng Not greater than maximum capacity of engine
The sixth target torque is made equal to the fifth target torque T Eng (ii) a If the fifth target torque T Eng Greater than the maximum capacity of the engine
The sixth target torque is made equal to the maximum engine capacity
Controlling the target torque of the driving motor to be the second target torque T TM The generator target torque is a fourth target torque, and the engine target torque is a sixth target torque.
Further, a third target torque
Wherein, Δ n Eng Deviation of actual engine speed from target speed, T Eng_act J represents the different moments of the engine, being the actual torque of the engine. Fifth target Torque T Eng ＝P Eng /n Eng Wherein P is Eng For transmitter target power, n Eng Is the engine target speed. In the series operating mode, fig. 2 is a schematic diagram of an optimal engine efficiency curve provided in an embodiment of the present invention; the curves for the best efficiency of transmitter operation are shown in FIG. 2, n Eng ＝map(p Eng ) The abscissa is the rotational speed of the engine and the ordinate is the torque of the engine. Target power P of engine Eng The actual power demand P of the wheel end needs to be considered whl The power requirements of the finished vehicle energy consuming accessories and the power requirements of the battery System and the Chip (SOC) of the vehicle hybrid System are balanced. Wheel end actual power demand P of vehicle whl ＝T Tgt ×n act ，n act Is the actual rotational speed of the drive shaft. The power P _ acc of the energy consumption accessory of the whole vehicle comprises an air conditioner, a direct current converter (DC-DC converter) and the like, and can be obtained by calculation according to the voltage and the current reported by the system. The battery SOC balance power is used for ensuring the battery SOC to be in a reasonable range and ensuring the best performance of the vehicle. When the actual SOC of the battery is too high, the SOC balance power P _ SOC of the battery is a negative value, the target power of the engine is reduced, the battery is discharged, and the SOC of the battery is reduced; when the actual SOC of the battery is too low, the SOC balance power P _ SOC of the battery is a positive value, the target power of the engine is increased, the battery is charged, and the SOC of the battery is increased.
On the basis of the above embodiment, optionally, if the operating mode of the vehicle is the parallel operating mode, the first target torque T is determined according to the first target torque T Tgt (n) and an operation mode for controlling the vehicle, including: determining engine maximum
(ii) a capability; according to maximum capacity of engine
And a first target torque T Tgt (n) determining a seventh target torque; determining an eighth target torque, maximum drive capability of the drive motor
And maximum power generation capacity of driving motor
According to the maximum driving capability of the driving motor
Maximum power generation capacity of driving motor
And an eighth target torque, determining a ninth target torque; the engine target torque is controlled to the seventh target torque, the driving motor target torque is controlled to the ninth target torque, and the generator target torque is controlled to 0.
In particular, according to the maximum capacity of the engine
And a first target torque T Tgt (n), determining the seventh target torque comprises: if the first target torque T Tgt (n) not greater than maximum engine capacity
The seventh target torque is made equal to the first target torque T Tgt (n); if the first target torqueT Tgt (n) greater than maximum engine capacity
The seventh target torque is made equal to the maximum engine capacity
According to the maximum driving capability of the driving motor
Maximum power generation capacity of driving motor
And an eighth target torque, the determining the ninth target torque comprising: if the eighth target torque is not less than the maximum power generation capacity of the driving motor
And is not greater than the maximum driving capability of the driving motor
The ninth target torque is made equal to the eighth target torque; if the eighth target torque is smaller than the maximum power generation capacity of the driving motor
The ninth target torque is made equal to the maximum power generation capacity of the drive motor
If the eighth target torque is larger than the maximum driving capability of the driving motor
The ninth target torque is made equal to the maximum driving capability of the driving motor
Further, the eighth target torque is equal to T Tgt (n) and the actual engine torque T Eng_act Difference of (2), controlThe engine target torque is the seventh target torque, the driving motor target torque is the ninth target torque, and the generator target torque is 0. The advantage of setting up like this is that, according to the different mode of operation of vehicle, confirm the target torque of vehicle respectively, further control the vehicle, promote vehicle stability that slides.
According to the technical scheme of the embodiment of the invention, after the slide anti-lock function of the vehicle is activated, the target slip ratio, the current vehicle speed and the actual axle speed of the vehicle are obtained; determining a target axle speed of the vehicle according to the target slip rate and the current vehicle speed; determining a shaft speed control deviation according to the target shaft speed and the actual shaft speed; determining a first target torque according to the shaft speed control deviation; and determining the current working mode of the vehicle, and controlling the vehicle according to the first target torque and the working mode. On the basis of the embodiment, the target axle speed of the vehicle is determined by obtaining the target slip rate, the current vehicle speed and the actual axle speed of the vehicle, and the axle speed control deviation and the first target torque are further determined, so that the vehicle is controlled, deceleration fluctuation, torque fluctuation and sideslip drift under a locking working condition are effectively avoided, and the vehicle sliding stability is improved.
On the basis of the above embodiment, optionally, if the vehicle meets a preset condition, the sliding anti-lock function is closed; wherein the preset condition comprises at least one of the following conditions: the time when the required torque of the vehicle is greater than the first target torque is greater than or equal to a preset time; the required torque is greater than a preset threshold; triggering a braking function of the vehicle; a stability control function of the vehicle is activated; the gear of the vehicle is in non-D gear.
The required torque of the vehicle is determined by a table look-up according to the opening degree of an accelerator pedal and the longitudinal speed of the vehicle in the process of coasting; the preset time refers to a preset time; the preset threshold value is a predetermined running torque of the vehicle.
Specifically, when the vehicle is in the process of sliding, if the time that the vehicle meets the condition that the required torque of the vehicle is greater than the first target torque is greater than or equal to the preset time; the required torque is greater than a preset threshold; triggering a braking function of the vehicle; a stability control function of the vehicle is activated; the gear of the vehicle is in any condition other than the D range, when the vehicle is off the coast anti-lock function.
The advantage that sets up like this lies in, if the vehicle satisfies the default condition, the vehicle closes and slides anti-lock function for the vehicle slides anti-lock function at the in-process rational use that traveles, promotes user's use and experiences.
According to the technical scheme of the embodiment of the invention, after the slide anti-lock function of the vehicle is activated, the axle speed control deviation of the vehicle is determined; determining a first target torque according to the shaft speed control deviation; and determining the current working mode of the vehicle, and controlling the vehicle according to the first target torque and the working mode. On the basis of the embodiment, the first target torque of the vehicle is further determined by determining the axle speed control deviation of the vehicle, so that the vehicle is controlled according to the first target torque and the current working mode of the vehicle, the anti-lock function of sliding of the vehicle is realized, the phenomena of deceleration fluctuation, torque fluctuation and sideslip drift under the locking working condition are effectively avoided, and the sliding stability of the vehicle is improved.
Fig. 3 is a further flowchart of a control method for a vehicle provided in an embodiment of the present invention, and based on the above embodiment, the method further optimizes the determination of the axle speed control deviation of the vehicle, the determination of the first target torque, and the control of the vehicle in particular in different operating modes of the vehicle, as shown in fig. 2, and specifically includes the following steps:
and S310, after the slide anti-lock function of the vehicle is activated, acquiring the target slip ratio, the current vehicle speed and the actual axle speed of the vehicle.
Wherein the target slip ratio s Tgt From the current vehicle speed v x And the road surface is obtained by using an adhesion coefficient mu table look-up. Current vehicle speed v x At lower times, target slip ratio s Tgt The driving capacity of the vehicle is ensured; current vehicle speed v x At the time of rise, target slip ratio s Tgt The driving stability of the vehicle is ensured by gradually reducing; using the coefficient of adhesion mu to the target slip ratio s through the road surface Tgt Correcting to make the target slip ratio s Tgt Is suitable for different road surfaces.
In particularAfter the anti-lock function of the vehicle is activated, the target slip rate of the vehicle is determined by looking up a table, and the current vehicle speed v is directly obtained by a sensor of the vehicle x And actual shaft speed.
On the basis of the above embodiment, optionally, the actual slip ratio of the vehicle is determined; and if the actual slip rate is greater than the target slip rate, activating the sliding anti-lock function.
Specifically, it is determined whether the driving type of the vehicle is a front-wheel drive type or a rear-wheel drive type, and further, an actual slip ratio s of the vehicle is determined according to the driving type of the vehicle Act Then, if the actual slip ratio s Act Greater than target slip ratio s Tgt The coast anti-lock function is activated, otherwise the coast anti-lock function of the vehicle is not activated. This arrangement is advantageous in that the actual slip ratio and the target slip ratio of the vehicle are determined according to the type of the vehicle being driven, thereby determining whether to activate the coast anti-lock function of the vehicle.
On the basis of the above embodiment, optionally, determining the actual slip ratio of the vehicle includes: if the vehicle is a front wheel drive vehicle, determining the actual slip rate according to the current vehicle speed, the left front wheel vehicle speed, the right front wheel vehicle speed, the yaw rate, the front wheel turning angle and the wheelbase; and if the vehicle is a rear wheel drive vehicle, determining the actual slip ratio according to the current vehicle speed, the left rear wheel vehicle speed and the right rear wheel vehicle speed.
Specifically, when the vehicle is a front-wheel drive type, the actual slip ratio of the vehicle
v fl The left front wheel speed; v. of fr The right front wheel speed; omega is yaw angular velocity; delta is the front wheel corner; l is the wheelbase. When the vehicle is of a rear wheel drive type, the actual slip ratio of the vehicle
v rl Left rear wheel speed; v. of rr The right rear wheel vehicle speed. This has the advantage that the actual slip ratio of the vehicle is determined according to the driving model of the vehicle.
And S320, determining the target axle speed of the vehicle according to the target slip ratio and the current vehicle speed.
Specifically, a target slip ratio s of the vehicle is determined Tgt And the current vehicle speed v x Thereafter, the target axle speed v of the vehicle Tgt ＝(1-s Tgt )×v x 。
And S330, determining the shaft speed control deviation according to the target shaft speed and the actual shaft speed.
In particular, in determining a target axle speed v of a vehicle Tgt The actual axle speed v of the vehicle is then directly detected by the vehicle sensors Act According to the target axle speed v of the vehicle Tgt With the actual shaft speed v Act Determines the axle speed control deviation av of the vehicle.
And S340, determining a first target torque according to the shaft speed control deviation.
Specifically, after determining the axle speed control deviation of the vehicle, a first target torque is determined based on the axle speed control deviation, the proportional term coefficient, and the integral term coefficient.
And S350, determining the current working mode of the vehicle, and controlling the vehicle according to the first target torque and the working mode.
Specifically, if the operating mode of the vehicle is the electric-only operating mode, the first target torque T is set Tgt (n) not less than the maximum power generation capacity of the drive motor
And is not greater than the maximum driving capability of the driving motor
Let the second target torque T TM Is equal to the first target torque T Tgt (n); if the first target torque T Tgt (n) less than the maximum power generation capacity of the drive motor
Let the second target torque T TM Equal to the maximum power generation capacity of the driving motor
If the first target torque T Tgt (n) is greater than the maximum driving capability of the driving motor
Let the second target torque T TM Equal to the maximum driving capability of the driving motor
Controlling the target torque of the driving motor to be the second target torque T TM The engine is in a stopped state, and the generator target torque is 0. If the working mode of the vehicle is the series working mode, the maximum driving capability of the driving motor is determined
Maximum power generation capacity of driving motor
And a first target torque T Tgt (n) determining a second target torque T TM The method comprises the following steps: if the first target torque T Tgt (n) not less than the maximum power generation capacity of the drive motor
And is not greater than the maximum driving capability of the driving motor
Let the second target torque T TM Is equal to the first target torque T Tgt (n); if the first target torque T Tgt (n) less than the maximum power generation capacity of the drive motor
Let the second target torque T TM Equal to the maximum power generation capacity of the driving motor
If the first target torque T Tgt (n) is greater than the maximum driving capability of the driving motor
Let the second target torque T TM Equal to the maximum driving capability of the driving motor
According to the maximum driving capability of the generator
Maximum power generation capacity of generator
And a third target torque T GM (i) Determining a fourth target torque, comprising: if the third target torque T GM (i) Not less than the maximum power generation capacity of the generator
And is not greater than the maximum driving capability of the generator
The fourth target torque is made equal to the third target torque T GM (i) (ii) a If the third target torque T GM (i) Less than the maximum power generation capacity of the generator
Let the third target torque T GM (i) Equal to the maximum power generation capacity of the generator
If the third target torque T GM (i) Greater than the maximum driving capability of the generator
Let the third target torque T GM (i) Equal to the maximum driving capability of the generator
According to maximum capacity of engine
And a fifth target torque T Eng Determining a sixth target torque, comprising: if the fifth target torque T Eng Not greater than maximum capacity of engine
The sixth target torque is made equal to the fifth target torque T Eng (ii) a If the fifth target torque T Eng Greater than the maximum capacity of the engine
The sixth target torque is made equal to the maximum engine capacity
Controlling the target torque of the driving motor to be the second target torque T TM The generator target torque is a fourth target torque, and the engine target torque is a sixth target torque. If the working mode of the vehicle is the parallel working mode, the maximum capacity of the engine is determined
And a first target torque T Tgt (n), determining the seventh target torque comprises: if the first target torque T Tgt (n) not greater than maximum engine capacity
The seventh target torque is made equal to the first target torque T Tgt (n); if the first target torque T Tgt (n) greater than maximum engine capacity
The seventh target torque is made equal to the maximum engine capacity
According to the maximum driving capability of the driving motor
Maximum power generation capacity of driving motor
And an eighth target torque, the determining the ninth target torque comprising: if the eighth target torque is not less than the maximum power generation capacity of the driving motor
And is not greater than the maximum driving capability of the driving motor
The ninth target torque is made equal to the eighth target torque; if the eighth target torque is smaller than the maximum power generation capacity of the driving motor
The ninth target torque is made equal to the maximum power generation capacity of the drive motor
If the eighth target torque is larger than the maximum driving capability of the driving motor
The ninth target torque is made equal to the maximum driving capability of the driving motor
Further, the eighth target torque is equal to T Tgt (n) and the actual engine torque T Eng_act The engine target torque is controlled to the seventh target torque, the driving motor target torque is controlled to the ninth target torque, and the generator target torque is controlled to 0.
According to the technical scheme of the embodiment of the invention, after the slide anti-lock function of the vehicle is activated, the target slip ratio, the current vehicle speed and the actual axle speed of the vehicle are obtained; determining a target axle speed of the vehicle according to the target slip rate and the current vehicle speed; determining a first target torque according to the shaft speed control deviation; and determining the current working mode of the vehicle, and controlling the vehicle according to the first target torque and the working mode. On the basis of the embodiment, the target axle speed of the vehicle is determined, the axle speed control deviation of the vehicle is further determined, and then the first target torque of the vehicle is determined according to the axle speed control deviation of the vehicle, so that the vehicle is controlled according to the first target torque and the current working mode of the vehicle, the anti-lock function of sliding of the vehicle is realized, deceleration fluctuation, torque fluctuation and sideslip and tail flicking phenomena under a locking working condition are effectively avoided, and the sliding stability of the vehicle is improved.
Fig. 4 is a schematic structural diagram of a control device of a vehicle provided in an embodiment of the present invention, the device including: a deviation determination module 410, a torque determination module 420, and a vehicle control module 430. Wherein,
the offset determination module 410 determines an axle speed control offset of the vehicle after activating a coast anti-lock function of the vehicle.
A torque determination module 420 determines a first target torque based on the shaft speed control offset.
And the vehicle control module 430 is used for determining the current working mode of the vehicle and controlling the vehicle according to the first target torque and the working mode.
Optionally, the deviation determining module 410 is specifically configured to: after the slide anti-lock function of the vehicle is activated, acquiring a target slip rate, a current vehicle speed and an actual axle speed of the vehicle; determining a target axle speed of the vehicle according to the target slip rate and the current vehicle speed; and determining the shaft speed control deviation according to the target shaft speed and the actual shaft speed.
Optionally, the torque determination module 420 is specifically configured to: and determining a first target torque according to the shaft speed control deviation, the proportional term coefficient and the integral term coefficient.
Optionally, the apparatus further comprises: a function activation module to: determining an actual slip rate of the vehicle; and if the actual slip rate is greater than the target slip rate, activating the sliding anti-lock function.
Optionally, the function activation module is specifically configured to: if the vehicle is a front wheel drive vehicle, determining the actual slip rate according to the current vehicle speed, the left front wheel vehicle speed, the right front wheel vehicle speed, the yaw rate, the front wheel turning angle and the wheelbase; and if the vehicle is a rear wheel drive vehicle, determining the actual slip ratio according to the current vehicle speed, the left rear wheel vehicle speed and the right rear wheel vehicle speed.
Optionally, if the operating mode is the pure electric operating mode, the vehicle control module 430 is specifically configured to: determining the maximum driving capacity of a driving motor and the maximum power generation capacity of the driving motor; determining a second target torque according to the maximum driving capacity of the driving motor, the maximum power generation capacity of the driving motor and the first target torque; the driving motor target torque is controlled to the second target torque, the engine is in a stop state, and the generator target torque is controlled to 0.
Optionally, if the operating mode is the series operating mode, the vehicle control module 430 is specifically configured to: determining the maximum driving capacity of a driving motor and the maximum power generation capacity of the driving motor; determining a second target torque according to the maximum driving capacity of the driving motor, the maximum power generation capacity of the driving motor and the first target torque; determining a third target torque, a maximum driving capability of the generator and a maximum power generation capability of the generator; determining a fourth target torque according to the maximum driving capacity of the generator, the maximum power generation capacity of the generator and the third target torque; determining a fifth target torque and an engine maximum capacity; determining a sixth target torque according to the maximum capacity of the engine and the fifth target torque; the driving motor target torque is controlled to be the second target torque, the generator target torque is controlled to be the fourth target torque, and the engine target torque is controlled to be the sixth target torque.
Optionally, the vehicle control module 430 is specifically configured to: if the first target torque is not less than the maximum power generation capacity of the driving motor and not greater than the maximum driving capacity of the driving motor, enabling the second target torque to be equal to the first target torque; if the first target torque is smaller than the maximum power generation capacity of the driving motor, enabling the second target torque to be equal to the maximum power generation capacity of the driving motor; if the first target torque is larger than the maximum driving capability of the driving motor, the second target torque is equal to the maximum driving capability of the driving motor;
if the third target torque is not less than the maximum power generation capacity of the generator and not greater than the maximum driving capacity of the generator, the fourth target torque is made equal to the third target torque; if the third target torque is smaller than the maximum power generation capacity of the generator, enabling the third target torque to be equal to the maximum power generation capacity of the generator; if the third target torque is larger than the maximum driving capability of the generator, the third target torque is equal to the maximum driving capability of the generator;
if the fifth target torque is not greater than the maximum capacity of the engine, making the sixth target torque equal to the fifth target torque; if the fifth target torque is greater than the engine maximum capacity, the sixth target torque is made equal to the engine maximum capacity.
Optionally, if the operating mode is a parallel operating mode, the vehicle control module 430 is specifically configured to: determining a maximum capacity of the engine; determining a seventh target torque according to the maximum capacity of the engine and the first target torque; determining an eighth target torque, the maximum driving capability of the driving motor and the maximum power generation capability of the driving motor; determining a ninth target torque according to the maximum driving capacity of the driving motor, the maximum power generation capacity of the driving motor and the eighth target torque; the engine target torque is controlled to the seventh target torque, the driving motor target torque is controlled to the ninth target torque, and the generator target torque is controlled to 0.
Optionally, the vehicle control module 430 is specifically configured to: if the first target torque is not larger than the maximum capacity of the engine, enabling the seventh target torque to be equal to the first target torque; if the first target torque is larger than the maximum capacity of the engine, enabling the seventh target torque to be equal to the maximum capacity of the engine;
if the eighth target torque is not less than the maximum power generation capacity of the driving motor and not greater than the maximum driving capacity of the driving motor, making the ninth target torque equal to the eighth target torque; if the eighth target torque is smaller than the maximum power generation capacity of the driving motor, the ninth target torque is made equal to the maximum power generation capacity of the driving motor; and if the eighth target torque is larger than the maximum driving capability of the driving motor, making the ninth target torque equal to the maximum driving capability of the driving motor.
Optionally, the apparatus further includes a function shutdown module, configured to: if the vehicle meets the preset condition, closing the sliding anti-lock function; wherein the preset condition comprises at least one of the following conditions: the time when the required torque of the vehicle is greater than the first target torque is greater than or equal to a preset time; the required torque is greater than a preset threshold; triggering a braking function of the vehicle; a stability control function of the vehicle is activated; the gear of the vehicle is in non-D gear.
The vehicle control device provided by the embodiment of the invention can execute the vehicle control method provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.
FIG. 5 is a block diagram of an electronic device, which is intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other suitable computers, as provided in an embodiment of the invention. The electronic device may also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smart phones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the inventions described and/or claimed herein.
As shown in fig. 5, the electronic device 10 includes at least one processor 11, and a memory communicatively connected to the at least one processor 11, such as a Read Only Memory (ROM) 12, a Random Access Memory (RAM) 13, and the like, wherein the memory stores a computer program executable by the at least one processor, and the processor 11 can perform various suitable actions and processes according to the computer program stored in the Read Only Memory (ROM) 12 or the computer program loaded from a storage unit 18 into the Random Access Memory (RAM) 13. In the RAM 13, various programs and data necessary for the operation of the electronic apparatus 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other via a bus 14. An input/output (I/O) interface 15 is also connected to bus 14.
A number of components in the electronic device 10 are connected to the I/O interface 15, including: an input unit 16 such as a keyboard, a mouse, or the like; an output unit 17 such as various types of displays, speakers, and the like; a storage unit 18 such as a magnetic disk, an optical disk, or the like; and a communication unit 19 such as a network card, modem, wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunication networks.
The processor 11 may be a variety of general and/or special purpose processing components having processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various specialized Artificial Intelligence (AI) computing chips, various processors running machine learning model algorithms, a Digital Signal Processor (DSP), and any suitable processor, controller, microcontroller, or the like. The processor 11 performs the various methods and processes described above, such as the method of controlling a vehicle.
In some embodiments, the method control of the vehicle may be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and/or installed onto the electronic device 10 via the ROM 12 and/or the communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the control of the vehicle of the method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to perform the method vehicle control by any other suitable means (e.g., by means of firmware).
Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuitry, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), system on a chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, receiving data and instructions from, and transmitting data and instructions to, a storage system, at least one input device, and at least one output device.
A computer program for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be performed. A computer program can execute entirely on a machine, partly on a machine, as a stand-alone software package partly on a machine and partly on a remote machine or entirely on a remote machine or server.
In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. A computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which a user can provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic, speech, or tactile input.
The systems and techniques described here can be implemented in a computing system that includes a back-end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), blockchain networks, and the internet.
The computing system may include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical host and VPS service are overcome.
It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in the present invention may be executed in parallel, sequentially, or in different orders, and are not limited herein as long as the desired results of the technical solution of the present invention can be achieved.
The above-described embodiments should not be construed as limiting the scope of the invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made, depending on design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (12)
1. A control method of a vehicle, characterized by comprising:
determining an axle speed control deviation of a vehicle after activating a coast anti-lock function of the vehicle;
determining a first target torque according to the shaft speed control deviation;
and determining the current working mode of the vehicle, and controlling the vehicle according to the first target torque and the working mode.
2. The method of claim 1, wherein the determining the axle speed control bias of the vehicle comprises:
acquiring a target slip rate, a current vehicle speed and an actual axle speed of the vehicle;
determining a target axle speed of the vehicle according to the target slip rate and the current vehicle speed;
determining the shaft speed control deviation according to the target shaft speed and the actual shaft speed;
accordingly, the determining a first target torque includes:
and determining the first target torque according to the shaft speed control deviation, a proportional term coefficient and an integral term coefficient.
3. The method of claim 2, further comprising:
determining an actual slip rate of the vehicle;
and if the actual slip ratio is larger than the target slip ratio, activating the sliding anti-lock function.
4. The method of claim 3, wherein said determining an actual slip rate of the vehicle comprises:
if the vehicle is a front wheel drive vehicle, determining the actual slip rate according to the current vehicle speed, the left front wheel vehicle speed, the right front wheel vehicle speed, the yaw rate, the front wheel turning angle and the wheelbase;
and if the vehicle is a rear wheel drive vehicle, determining the actual slip ratio according to the current vehicle speed, the left rear wheel vehicle speed and the right rear wheel vehicle speed.
5. The method of claim 1, wherein if the operating mode is an electric-only operating mode, the controlling the vehicle based on the first target torque and the operating mode comprises:
determining the maximum driving capacity of a driving motor and the maximum power generation capacity of the driving motor;
determining a second target torque according to the maximum driving capacity of the driving motor, the maximum power generation capacity of the driving motor and the first target torque;
and controlling the driving motor target torque to be the second target torque, the engine to be in a stop state, and the generator target torque to be 0.
6. The method of claim 1, wherein if the operating mode is a series operating mode, the controlling the vehicle based on the first target torque and the operating mode comprises:
determining the maximum driving capability of a driving motor and the maximum power generation capability of the driving motor;
determining a second target torque according to the maximum driving capacity of the driving motor, the maximum power generation capacity of the driving motor and the first target torque;
determining a third target torque, a maximum driving capability of the generator and a maximum power generation capability of the generator;
determining a fourth target torque according to the maximum driving capability of the generator, the maximum power generation capability of the generator and the third target torque;
determining a fifth target torque and an engine maximum capacity;
determining a sixth target torque based on the engine maximum capacity and the fifth target torque;
controlling the driving motor target torque to be the second target torque, the generator target torque to be the fourth target torque, and the engine target torque to be the sixth target torque.
7. The method of claim 5 or 6, wherein determining a second target torque based on the maximum driving capability of the driving motor, the maximum power generation capability of the driving motor, and the first target torque comprises:
if the first target torque is not less than the maximum power generation capacity of the driving motor and not more than the maximum driving capacity of the driving motor, enabling the second target torque to be equal to the first target torque;
if the first target torque is smaller than the maximum power generation capacity of the driving motor, enabling the second target torque to be equal to the maximum power generation capacity of the driving motor;
if the first target torque is larger than the maximum driving capability of the driving motor, the second target torque is equal to the maximum driving capability of the driving motor;
determining a fourth target torque according to the maximum driving capability of the generator, the maximum power generation capability of the generator and the third target torque, comprising:
if the third target torque is not less than the maximum power generation capacity of the generator and not greater than the maximum driving capacity of the generator, making the fourth target torque equal to the third target torque;
if the third target torque is smaller than the maximum power generation capacity of the generator, enabling the third target torque to be equal to the maximum power generation capacity of the generator;
if the third target torque is larger than the maximum driving capability of the generator, making the third target torque equal to the maximum driving capability of the generator;
determining a sixth target torque based on the engine maximum capacity and the fifth target torque, comprising:
if the fifth target torque is not greater than the engine maximum capacity, then equating the sixth target torque to the fifth target torque;
if the fifth target torque is greater than the engine maximum capacity, the sixth target torque is made equal to the engine maximum capacity.
8. The method of claim 1, wherein if the operating mode is a parallel operating mode, the controlling the vehicle based on the first target torque and the operating mode comprises:
determining a maximum capacity of the engine;
determining a seventh target torque based on the engine maximum capacity and the first target torque;
determining an eighth target torque, the maximum driving capability of the driving motor and the maximum power generation capability of the driving motor;
determining a ninth target torque according to the maximum driving capability of the driving motor, the maximum power generation capability of the driving motor and the eighth target torque;
the engine target torque is controlled to the seventh target torque, the driving motor target torque is controlled to the ninth target torque, and the generator target torque is controlled to 0.
9. The method of claim 8, wherein said determining a seventh target torque based on said engine capacity and said first target torque comprises:
if the first target torque is not greater than the engine maximum capacity, then making the seventh target torque equal to the first target torque;
if the first target torque is greater than the engine maximum capacity, then making the seventh target torque equal to the engine maximum capacity;
the determining a ninth target torque according to the maximum driving capability of the driving motor, the maximum power generation capability of the driving motor, and the eighth target torque comprises:
if the eighth target torque is not less than the maximum power generation capacity of the driving motor and not greater than the maximum driving capacity of the driving motor, making the ninth target torque equal to the eighth target torque;
if the eighth target torque is smaller than the maximum power generation capacity of the driving motor, making the ninth target torque equal to the maximum power generation capacity of the driving motor;
and if the eighth target torque is larger than the maximum driving capability of the driving motor, making the ninth target torque equal to the maximum driving capability of the driving motor.
10. The method of claim 1, further comprising:
if the vehicle meets the preset condition, closing the sliding anti-lock function; wherein the preset condition comprises at least one of:
the time when the required torque of the vehicle is greater than the first target torque is greater than or equal to a preset time;
the required torque is greater than a preset threshold;
triggering a braking function of the vehicle;
a stability control function of the vehicle is activated;
the gear of the vehicle is located in a non-D gear.
11. An electronic device, characterized in that the electronic device comprises:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein,
the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the control method of the vehicle of any one of claims 1-10.
12. A computer-readable storage medium, characterized in that the computer-readable storage medium stores computer instructions for causing a processor to implement, when executed, the control method of a vehicle according to any one of claims 1 to 10.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210907073.3A CN115179921A (en) | 2022-07-29 | 2022-07-29 | Vehicle control method and device, electronic equipment and storage medium |
| PCT/CN2023/105799 WO2024022051A1 (en) | 2022-07-29 | 2023-07-05 | Method and apparatus for controlling vehicle, and electronic device and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210907073.3A CN115179921A (en) | 2022-07-29 | 2022-07-29 | Vehicle control method and device, electronic equipment and storage medium |
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| CN115179921A true CN115179921A (en) | 2022-10-14 |
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| CN202210907073.3A Pending CN115179921A (en) | 2022-07-29 | 2022-07-29 | Vehicle control method and device, electronic equipment and storage medium |
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| WO (1) | WO2024022051A1 (en) |
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|---|---|---|---|---|
| WO2024022051A1 (en) * | 2022-07-29 | 2024-02-01 | 中国第一汽车股份有限公司 | Method and apparatus for controlling vehicle, and electronic device and storage medium |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6648426B2 (en) * | 2015-07-03 | 2020-02-14 | スズキ株式会社 | Vehicle braking device |
| CN111284491B (en) * | 2018-12-06 | 2022-12-30 | 博世汽车部件(苏州)有限公司 | Adjustment method and adjustment device for coasting recovery torque and vehicle |
| CN112026527A (en) * | 2020-09-07 | 2020-12-04 | 中国第一汽车股份有限公司 | Control method, device and equipment for recovered torque and vehicle |
| CN114734981A (en) * | 2022-04-21 | 2022-07-12 | 中国第一汽车股份有限公司 | Control method, control device, storage medium and processor for preventing vehicle from slipping |
| CN114715161A (en) * | 2022-05-09 | 2022-07-08 | 吉林大学 | Longitudinal vehicle speed estimation method based on combined slip control |
| CN115179921A (en) * | 2022-07-29 | 2022-10-14 | 中国第一汽车股份有限公司 | Vehicle control method and device, electronic equipment and storage medium |
-
2022
- 2022-07-29 CN CN202210907073.3A patent/CN115179921A/en active Pending
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- 2023-07-05 WO PCT/CN2023/105799 patent/WO2024022051A1/en unknown
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| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2024022051A1 (en) * | 2022-07-29 | 2024-02-01 | 中国第一汽车股份有限公司 | Method and apparatus for controlling vehicle, and electronic device and storage medium |
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