CN115817197A

CN115817197A - Vehicle control method, control device, electronic device, and storage medium

Info

Publication number: CN115817197A
Application number: CN202211494848.5A
Authority: CN
Inventors: 邱亚东; 孟祥禄
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2022-11-26
Filing date: 2022-11-26
Publication date: 2023-03-21

Abstract

The application discloses a control method, a control device, an electronic device and a storage medium of a vehicle, wherein the control method comprises the following steps: determining the real acceleration of the motor under the condition that the input request torque is larger than the current torque of the motor; and when the real acceleration is larger than the preset acceleration of the vehicle, controlling the vehicle based on the real acceleration, wherein the preset acceleration refers to the maximum acceleration generated by the torque corresponding to the full accelerator when the vehicle runs on a high-adhesion road surface. The method can avoid the vehicle from generating larger slippage in the acceleration stage and ensure the stable running of the vehicle.

Description

Vehicle control method, control device, electronic device, and storage medium

Technical Field

The present application belongs to the field of vehicle control technologies, and in particular, to a control method, a control device, an electronic device, and a computer-readable storage medium for a vehicle.

Background

Currently, the mainstream vehicle antiskid control is mostly realized based on a distributed traction control system. In the control process, the distributed traction control system integrates a dynamic torque control unit in a traditional traction control system into a motor controller, so that the control period of the motor can be shortened; on the basis, the torque of the motor is more efficiently controlled based on the target rotating speed of the motor obtained through pre-calculation, and the slip quantity of the wheels is reduced.

Although the control speed of the distributed traction control system on the torque of the motor is faster than that of the traditional traction control system, in the actual control process, as shown in fig. 1, at time t1, although the actual rotating speed of the motor is already greater than the target rotating speed of the motor, the distributed traction control system cannot immediately control the torque of the motor because data transmission takes time; if the time required for data transmission is t2-t1, the distributed traction control system can actually control the torque of the motor at the time t 2. Obviously, even if the time for data transmission is already short, since the torque of the motor will increase along with the requested torque before time t2, a large slip amount will still occur in a short time, and stable running of the vehicle while accelerating cannot be guaranteed.

Disclosure of Invention

The application provides a control method, a control device, electronic equipment and a computer readable storage medium of a vehicle, which can avoid the vehicle from generating larger slippage in an acceleration stage and ensure the stable running of the vehicle.

In a first aspect, the present application provides a control method of a vehicle, including:

determining a true acceleration of the motor when the input requested torque is greater than a current torque of the motor;

and when the real acceleration is larger than the preset acceleration of the vehicle, controlling the vehicle based on the real acceleration, wherein the preset acceleration refers to the maximum acceleration generated by the torque corresponding to the full accelerator when the vehicle runs on a high-adhesion road surface.

In a second aspect, the present application provides a control apparatus of a vehicle, comprising:

the determining module is used for determining the real acceleration of the motor under the condition that the input request torque is larger than the current torque of the motor;

the first control module is used for controlling the vehicle based on the real acceleration when the real acceleration is larger than the preset acceleration of the vehicle, wherein the preset acceleration refers to the maximum acceleration generated by the torque corresponding to the full accelerator when the vehicle runs on a high-attachment road surface.

In a third aspect, the present application provides an electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method according to the first aspect when executing the computer program.

In a fourth aspect, the present application provides a computer readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the method of the first aspect.

In a fifth aspect, the present application provides a computer program product comprising a computer program which, when executed by one or more processors, performs the steps of the method of the first aspect as described above.

Compared with the prior art, the application has the beneficial effects that: the requested torque represents the current driving intent of the driver or the autonomous system. When the requested torque is larger than the current torque of the motor, a driver or an automatic driving system is considered to accelerate, and at the moment, the real acceleration of the motor can be detected in real time so as to accurately judge whether the vehicle slips or not. Research shows that when the torque of the motor does not exceed the road adhesion, the acceleration generated by the vehicle under the action of the torque is approximately equal to the real acceleration of the motor, and at the moment, the vehicle normally runs; when the torque of the motor exceeds the road adhesion, the acceleration of the vehicle generated under the torque is smaller than the real acceleration of the motor, and at the moment, the vehicle is likely to slip. Based on this, can compare true acceleration and the preset acceleration of vehicle to when true acceleration is greater than preset acceleration, confirm that the vehicle skids, at this moment, in order to make full use of the adhesive force that can provide on the current road surface to control the vehicle, can control the vehicle according to true acceleration, thereby avoid the vehicle to appear great slippage, ensure that the vehicle is when accelerating and stably travel.

It is understood that the beneficial effects of the second aspect to the fifth aspect can be referred to the related description of the first aspect, and are not described herein again.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.

FIG. 1 is a graph illustrating exemplary torque and speed of an electric machine over time in a distributed control scheme of the prior art provided by an embodiment of the present application;

FIG. 2 is a schematic flow chart illustrating a control method for a vehicle according to an embodiment of the present disclosure;

FIG. 3 is an exemplary plot of torque and rotational speed of an electric machine over time under a control method of a vehicle provided by an embodiment of the present application;

fig. 4 is a schematic flowchart of a control method of a vehicle in a practical application scenario provided by the embodiment of the present application.

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

fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

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

The vehicle control method provided in the embodiment of the present application may be applied to a motor controller, or an intelligent vehicle and other electronic devices that can send a control command to the motor controller, such as a mobile phone, a tablet computer, an on-board device, an Augmented Reality (AR)/Virtual Reality (VR) device, a notebook computer, an ultra-mobile personal computer (UMPC), a netbook, a Personal Digital Assistant (PDA), and other electronic devices. For convenience of explanation, the motor controller will be used as an execution subject to describe the various embodiments.

In the related art, in order to prevent the vehicle from slipping a great amount, the distributed traction control system performs the antiskid control strategy in a time-saving manner as follows: when the rotating speed of the motor is greater than the target rotating speed (namely, a second target rotating speed in the following text) of the motor calculated based on the vehicle model by using the traditional traction control system, the target rotating speed can be directly sent to the motor controller, so that the motor controller controls the torque of the motor based on the target rotating speed, the excessive slipping amount of the vehicle is avoided, and the stable running of the vehicle is further ensured.

In this process, since the motor controller cannot intervene in the control based on the target rotation speed immediately when the rotation speed of the motor is greater than the target rotation speed, there will be a time difference between the predicted intervention control and the actual intervention control; in addition, before the motor controller intervenes in control based on the target rotating speed, the motor controller controls the motor based on the requested torque, and if the requested torque is the maximum value at the moment, the rotating speed of the motor is increased at the fastest speed; therefore, even if the time difference is small, the vehicle still has a large slip amount, and thus stable driving of the vehicle cannot be guaranteed.

In order to solve the problem, the application provides a control method of a vehicle, which can avoid the vehicle from generating larger slippage in an acceleration stage and ensure the stable running of the vehicle. The control method proposed in the present application will be explained below by specific examples.

Fig. 2 shows a schematic flowchart of a control method of a vehicle provided by the present application, the control method including:

step 210, determining the real acceleration of the motor.

In order to ensure stable running of the vehicle in the acceleration stage, the real acceleration of the motor may be detected before the vehicle accelerates to accurately determine whether the vehicle has slip. Since the target object inputs a requested torque larger than the current torque of the motor before the vehicle accelerates, the requested torque larger than the current torque of the motor can be used as a signal before the vehicle accelerates, that is, the motor controller determines the real acceleration of the motor in real time under the condition that the requested torque is larger than the current torque of the motor. The target objects include a driver, an automatic driving system, an auxiliary driving system, and the like.

And step 220, controlling the vehicle based on the real acceleration when the real acceleration is larger than the preset acceleration of the vehicle.

Research shows that when the torque of the motor does not exceed the road adhesion, the acceleration generated by the vehicle under the action of the torque is approximately equal to the real acceleration of the motor, and at the moment, the vehicle can normally run; when the torque of the motor exceeds the road adhesion, the acceleration of the vehicle generated under the torque is smaller than the true acceleration of the motor, and at this time, the vehicle is likely to slip. Based on this conclusion, the motor controller may compare the true acceleration of the motor with a preset acceleration of the vehicle and determine that the vehicle is slipping when the true acceleration is greater than the preset acceleration. When the vehicle skids, in order to make full use of the adhesive force which can be provided by the current road surface to control the vehicle, the motor controller can control the vehicle according to the real acceleration, thereby avoiding the vehicle from generating larger slippage and ensuring the vehicle to stably run while accelerating.

Along with the increase of the road surface adhesive force, the torque of the motor can generate the acceleration of the whole vehicle and also increase along with the acceleration. When the vehicle is in a full-accelerator state, the acceleration of the whole vehicle which can be generated on a high-adhesion road surface is taken as a reference, no matter the vehicle is on the high-adhesion road surface or a low-adhesion road surface, the acceleration of the motor which is generated by the torque of the motor is more than or equal to the acceleration of the whole vehicle which can be generated on the high-adhesion road surface, and the acceleration of the motor is taken as a real acceleration at the moment. Therefore, in order to avoid the situation that the vehicle slips and does not slip, the motor controller can control the vehicle based on the real acceleration, and the acceleration rate of the vehicle is reduced. That is to say, the maximum acceleration generated by the torque corresponding to the full accelerator when the vehicle runs on a high-adhesion road surface can be used as the preset acceleration of the vehicle, so that the accuracy of the motor controller for controlling the vehicle based on the real acceleration is improved.

In the embodiment of the application, the motor controller can timely and accurately determine whether the current vehicle slips or not by detecting whether the real acceleration of the motor is greater than the preset acceleration of the vehicle in real time before the vehicle starts to accelerate. When the real acceleration is larger than the preset acceleration, the slip of the vehicle on the current road surface can be determined, and in order to avoid the large slip of the vehicle before the distributed traction control system is subjected to threshold intervention control based on the distributed traction control system, the motor controller can also control the vehicle based on the real acceleration, so that the vehicle can stably run while accelerating.

In the above process, three control modes are mentioned, the first control mode is a mode that the motor controller controls the motor based on the requested torque before the motor controller controls the vehicle based on the real acceleration, and can be referred to as a torque control mode; the second control mode is a control mode of the motor controller for the vehicle based on the real acceleration, and can be recorded as a motor rotating speed control mode; the third control method is a motor control method based on a distributed traction control system, and may be referred to as a distributed control method.

In the embodiment of the present application, the motor rotation speed control manner may be considered as compensation for the distributed control manner. Referring to fig. 3, compared with fig. 1, after the motor rotation speed control mode is introduced, the time point of the anti-skid control can be moved forward from the time t2 to the time t11, and the problem that the anti-skid control cannot be performed in the time period from t1 to t2 in the distributed control mode can be effectively solved, so that the vehicle can stably run while accelerating, and the reliability of the vehicle control method is improved.

In some embodiments, the vehicle may be configured with at least 2 motors, each motor controlling one driving wheel, and when the real acceleration of any one of the motors is greater than the preset acceleration, it may be considered that the driving wheel corresponding to the motor has a slip phenomenon. At this time, in order to enable anti-skid intervention in time, the motor controller may control the vehicle based on a true acceleration greater than a preset acceleration, thereby enabling the vehicle to stably travel while accelerating, and improving reliability of the vehicle control method.

It can be understood that, when the vehicle is only provided with one motor, the motor controller can determine whether the vehicle has a slip phenomenon according to the relation between the real acceleration of the motor and the preset acceleration, and when the real acceleration is determined to be greater than the preset acceleration, the vehicle is directly controlled based on the real acceleration, so that the vehicle can stably run while accelerating.

In some embodiments, the controlling the vehicle based on the real acceleration specifically includes:

and step 221, determining a first target rotating speed corresponding to the current sampling period based on the real acceleration.

The motor controller has a fixed calculation period. In order to avoid that the calculation period has an influence on the control of the vehicle, the motor controller may follow the calculation period to control the vehicle. The calculation period is also the sampling period.

Specifically, before controlling the vehicle in the current sampling period, the motor controller may determine the first target rotation speed corresponding to the current sampling period according to the real acceleration, so as to accurately control the vehicle in the current sampling period, thereby reducing the slip amount of the vehicle as much as possible while accelerating.

In some embodiments, the first target rotation speed corresponding to the current sampling period may be accurately determined by combining the current road surface condition, and the specific determination step of the first target rotation speed includes:

step 2211, determine an acceleration threshold of the vehicle on the current road surface based on the true acceleration.

The maximum acceleration that can be achieved by the vehicle on the current road surface, i.e. the acceleration threshold, can be derived from the actual acceleration of the electric machine. Since the preset acceleration is the maximum acceleration that the vehicle obtains on the high-adhesion road surface, it follows that the acceleration threshold value may be smaller than the preset acceleration if the current road surface is the low-adhesion road surface, and may be close to or approximately equal to the preset acceleration if the current road surface is the high-adhesion road surface. That is, on a road surface with different adhesion, the acceleration threshold that can be obtained by the vehicle is always less than or equal to the preset acceleration.

Specifically, the motor controller may first determine a true torque of the motor based on the true acceleration, and then determine an acceleration threshold based on a relationship between the torque and the acceleration.

And 2212, in the current sampling period, determining a first target rotating speed corresponding to the current sampling period based on the rotating speed of the motor at the initial moment of the current sampling period, the acceleration threshold and a preset formula.

For the current sampling period, the motor controller may determine the rotation speed of the motor at the initial time of the sampling period, and record the rotation speed as n0_ motor; then taking n0_ motor as a starting point, taking an acceleration threshold value which can be provided for the vehicle by the current road surface as a slope, and recording the slope as A _ vehicle _ limit; and finally, determining a target rotating speed which is required to be reached by the rotating speed of the motor at the final moment of the current sampling period based on a preset formula, namely a first target rotating speed corresponding to the current sampling period, and recording the first target rotating speed as n _ motor _ target.

Optionally, the preset formula is: n _ motor _ target = n0_ motor + T a _ vehicle _ limit, where T is the sampling period.

Step 222, if the first target rotating speed corresponding to the current sampling period is less than the preset second target rotating speed, controlling the vehicle based on the first target rotating speed corresponding to the current sampling period.

From the above, the motor controller adopts the motor rotation speed control mode to smoothly transit from the torque control mode to the distributed control mode. Therefore, in the process of controlling the motor based on the motor speed control mode, the motor controller can compare the first target rotating speed with the preset second target rotating speed after determining the first target rotating speed corresponding to the current sampling period, and then determine whether the motor speed control mode or the distributed control mode is adopted to control the motor currently. The second target rotational speed is calculated by the conventional traction system through a vehicle model, and is also a control threshold of the distributed control mode.

If the first target rotating speed corresponding to the current sampling period is less than the preset second target rotating speed, the motor controller can control the motor in a motor rotating speed control mode. Specifically, in the current sampling period, the vehicle may be controlled based on the first target rotation speed corresponding to the current sampling period.

In some embodiments, during the current sampling period, the motor controller may control the rotation speed of the motor to reach the first target rotation speed corresponding to the current sampling period by:

step 2221, if the rotation speed of the motor at the initial time of the current sampling period is greater than the first target rotation speed corresponding to the current sampling period, reducing the torque of the motor.

Step 2222, if the rotation speed of the motor at the initial time of the current sampling period is less than the first target rotation speed corresponding to the current sampling period, increasing the torque of the motor.

Step 2223, if the rotation speed of the motor at the initial time of the current sampling period is equal to the first target rotation speed corresponding to the current sampling period, maintaining the torque of the motor.

In the current sampling period, the motor controller controls the motor according to the size relation between the rotating speed of the motor at the initial moment of the current sampling period and the first target rotating speed corresponding to the current sampling period, so that the rotating speed of the motor is continuously close to the target rotating speed, excessive fluctuation cannot occur near the target rotating speed, the condition that the acceleration rate of the vehicle is too low or excessive slippage occurs is avoided, and the vehicle is guaranteed to stably run while being accelerated again.

Wherein, the above-mentioned size relation includes three kinds, is respectively:

the first size relationship: the rotating speed of the motor at the initial moment of the current sampling period is greater than the first target rotating speed corresponding to the current sampling period. In this case, in order to avoid an excessive slip amount of the vehicle, the motor controller may control the motor to decrease the torque, thereby decreasing the rotation speed of the motor;

the second size relationship: the rotating speed of the motor at the initial moment of the current sampling period is smaller than the first target rotating speed corresponding to the current sampling period. In this case, in order to avoid an excessively low acceleration rate of the vehicle, the motor controller may control the motor to increase the torque, thereby increasing the acceleration rate of the vehicle;

the third size relationship: the rotating speed of the motor at the initial moment of the current sampling period is equal to the first target rotating speed corresponding to the current sampling period. In this case, it can be considered that the acceleration rate of the vehicle is moderate and an excessive slip amount does not occur, so the motor controller can control the motor to maintain the torque.

In some embodiments, after determining the first target rotation speed corresponding to the current sampling period based on the real acceleration, the method further includes:

and step A, if the first target rotating speed corresponding to the current sampling period is not less than the second target rotating speed, controlling the vehicle based on the distributed traction control system and the second target rotating speed.

In the motor rotating speed control mode, the first target rotating speed is gradually increased along with the time, and when the first target rotating speed is greater than or equal to the preset second target rotating speed, the motor controller can control the vehicle according to the second target rotating speed of the distributed traction control system in the subsequent acceleration process of the vehicle, namely, the distributed control mode is adopted, so that the reliability of the control method of the vehicle is improved.

In some embodiments, after the motor controller applies the motor speed control mode to the motor for a period of time, if the first target speed is still less than the second target speed, it means that the torque of the motor is too small, so that the vehicle accelerates too slowly. To address this problem, the control method of the present application may further include:

and B, if the first target rotating speeds corresponding to the continuous specified number of historical sampling periods are all smaller than the second target rotating speed, controlling the vehicle based on the requested torque.

The process of the motor controller controlling the motor by using the motor speed control mode may include a plurality of sampling periods. If the first target rotating speeds corresponding to the specified number of continuous historical sampling periods are all smaller than the second target rotating speed, the motor controller can be considered to have adopted a motor rotating speed control mode to control the motor for a period of time, and the motor rotating speed control mode has not been transited to a distributed control mode, that is, the torque of the current motor is too small, so that the acceleration of the vehicle is not facilitated.

To increase the rate at which the vehicle accelerates, the motor controller may control the vehicle based on the requested torque so that the vehicle travels at a higher acceleration to reach the speed that the target object intends to reach in a short time. That is, when the motor controller controls the motor by using the motor rotation speed control method, if it is determined that the torque of the motor is too small and affects the acceleration rate of the vehicle, the motor controller may switch from the motor rotation speed control method to a torque control method that enables the vehicle to obtain a larger torque, and further control the vehicle to accelerate in a short time.

It can be understood that after the motor controller replaces the motor rotation speed control mode with the torque control mode, the motor controller can still determine whether the real acceleration is larger than the preset acceleration of the vehicle in real time in the process of controlling the motor by adopting the torque control mode; and when the real acceleration is determined to be larger than the preset acceleration of the vehicle again, the motor can be controlled by adopting the motor rotating speed control mode again.

It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

For ease of understanding, the control method of the vehicle proposed in the present application will be described below in a practical application scenario.

Fig. 4 shows a flow chart of a control method of a vehicle. Assuming that the vehicle is provided with two motors corresponding to two driving wheels, the control method is executed by a motor controller (not shown in the figure) including:

410. the motor controller receives a requested torque.

420. It is determined whether the requested torque is greater than a current torque of the electric machine.

The motor controller may determine whether the requested torque is greater than a current torque of the motor after receiving the requested torque, and then may control the motor according to a relationship between the requested torque and the current torque. For example, when the requested torque is greater than the current torque of the electric machine, the electric machine controller may control the electric machine based on the requested torque and the torque control manner, i.e., directly control the electric machine to increase the torque based on the current torque and the requested torque. When it is determined that the requested torque is less than or equal to the current torque of the electric machine, return is made to step 410.

430. In the case where it is determined that the requested torque is greater than the current torque of the electric machines, the electric machine controller determines the true acceleration of both electric machines.

The motor controller may consider the vehicle to be about to start accelerating in the case where it is determined that the requested torque is greater than the current torque of the motors, and may determine the true acceleration of both motors in order to subsequently determine whether the vehicle is slipping in order to ensure the stability of the vehicle during acceleration.

440. The motor controller determines whether a real acceleration corresponding to the motor is greater than a preset acceleration.

After determining the real acceleration of the motors, the motor controller may compare the real acceleration corresponding to each motor with a preset acceleration to determine whether the real acceleration corresponding to any motor is greater than the preset acceleration, i.e., whether a driving wheel corresponding to the motor slips. The preset acceleration is generated by the torque of a motor when the full throttle of the vehicle runs on a high-adhesion road surface. And returning to the step 430 when the real acceleration corresponding to each motor is less than or equal to the preset acceleration.

450. The motor controller determines that the real acceleration corresponding to any one motor is larger than the preset acceleration generated by the torque of the motor when the vehicle runs on a high-attachment road surface under the condition of full throttle, and the motor is controlled in a motor rotating speed control mode.

When the real acceleration corresponding to any one motor is larger than the preset acceleration, the driving wheel corresponding to the motor can be considered to have a slip, and if the two motors are respectively a and b, wherein the real acceleration corresponding to a is larger than the preset acceleration, the phenomenon that the driving wheel corresponding to a has the slip is explained. The slip phenomenon indicates that the acceleration of the vehicle is the maximum acceleration that can be provided by the current road surface, and in order to avoid further increasing the slip amount of the driving wheel corresponding to the driving wheel a and affecting the running stability and safety of the whole vehicle, the motor controller may control the motor in a motor speed control manner, so that the vehicle runs stably while accelerating. The specific process of using the motor rotation speed control mode may refer to the description of each of the above embodiments, and is not described herein again.

It will be appreciated that since only the drive wheels corresponding to a single electric machine are slipping, the electric machine corresponding to the slipping drive wheels can be controlled during the control.

460. The motor controller determines whether the first target rotating speed meets a first preset condition or a second preset condition in the motor rotating speed control mode in the process of controlling the motor by adopting the motor rotating speed control mode.

Wherein the first preset condition is: the first target rotating speed under the motor rotating speed control mode is greater than the second target rotating speed under the distributed control mode; the second preset condition is: and in a preset time period, the first target rotating speed in the motor rotating speed control mode is smaller than the second target rotating speed in the distributed control mode.

470. And if the first target rotating speed in the motor rotating speed control mode meets a first preset condition, controlling the motor in a distributed control mode.

When the first target rotating speed is greater than the second target rotating speed, the motor controller completes the stable transition from the torque control mode to the distributed control mode by using the motor rotating speed control mode, and at the moment, the motor can be directly controlled in the distributed mode until the vehicle finishes acceleration.

480. And if the first target rotating speed in the motor rotating speed control mode meets a second preset condition, controlling the motor in a torque mode.

If the first target rotating speed is smaller than the second target rotating speed within the preset time period, the transition from the motor rotating speed control mode to the distributed control mode cannot be completed within a short time by the motor controller by utilizing the motor rotating speed control mode, namely the torque of the motor is too small at the moment, and the acceleration rate of the vehicle can be influenced; in order to increase the torque of the motor in a short time, the motor controller may control the motor in a torque control manner. Of course, after the motor controller controls the motor in the torque control manner, the step 430 and the subsequent steps may be executed again.

To sum up, the application has the following beneficial effects:

(1) In the vehicle acceleration phase, if the real acceleration of the motor is greater than the preset acceleration of the vehicle, the vehicle is considered to have a slip phenomenon. At the moment, in order to avoid the situation that a vehicle has larger slippage in a short time due to the adoption of a distributed control mode, the motor controller replaces the current torque control mode with a motor rotating speed control mode, so that the vehicle is stably accelerated by utilizing the adhesive force of the current road surface, and the running safety of the vehicle is improved;

(2) When the first target rotating speed in the motor rotating speed control mode is greater than the second target rotating speed in the distributed control mode, the fact that the vehicle is controlled in the distributed control mode cannot cause overlarge slippage due to the fact that time difference exists between the predicted intervention control and the actual intervention control is shown, therefore, the motor controller can replace the current motor rotating speed control mode with the distributed control mode, and therefore the reliability of the vehicle control method is improved;

(3) In a preset time period, if the first target rotating speeds in the motor rotating speed control mode are all smaller than the second target rotating speeds in the distributed control mode, the torque of the current motor is smaller, and efficient acceleration cannot be achieved in a short time. In order to shorten the time required for vehicle acceleration, the motor controller may replace the current motor speed control mode with a torque control mode.

Fig. 5 shows a block diagram of a control device 5 of a vehicle according to an embodiment of the present application, which corresponds to the control method of the vehicle according to the above embodiment. Referring to fig. 5, the control device 5 includes:

a determining module 51, configured to determine a true acceleration of the motor if the input requested torque is greater than a current torque of the motor;

the first control module 52 is configured to control the vehicle based on a real acceleration when the real acceleration is greater than a preset acceleration of the vehicle, where the preset acceleration is a maximum acceleration generated by a torque corresponding to a full accelerator when the vehicle is running on a high-adhesion road surface.

Optionally, the first control module 52 may include:

the first determining unit is used for determining a first target rotating speed corresponding to the current sampling period based on the real acceleration;

and the control unit is used for controlling the vehicle based on the first target rotating speed corresponding to the current sampling period if the first target rotating speed corresponding to the current sampling period is less than the preset second target rotating speed, and the second target rotating speed is calculated by a vehicle model of the vehicle.

Optionally, the first determining unit may include:

a first determining subunit, configured to determine, based on the real acceleration, an acceleration threshold of the vehicle on a current road surface, where the acceleration threshold is less than or equal to a preset acceleration;

and the second determining subunit is used for determining a first target rotating speed corresponding to the current sampling period based on the rotating speed of the motor at the initial moment of the current sampling period, the acceleration threshold and a preset formula in the current sampling period.

Alternatively, the control unit may include:

the first control subunit is used for reducing the torque of the motor if the rotating speed of the motor at the initial moment of the current sampling period is greater than a first target rotating speed corresponding to the current sampling period;

the second control subunit is used for increasing the torque of the motor if the rotating speed of the motor at the initial moment of the current sampling period is less than the first target rotating speed corresponding to the current sampling period;

and the third control subunit is used for maintaining the torque of the motor if the rotating speed of the motor at the initial moment of the current sampling period is equal to the first target rotating speed corresponding to the current sampling period.

Optionally, the control device may further include:

and the second control module is used for controlling the vehicle based on the distributed traction control system and the second target rotating speed if the first target rotating speed corresponding to the current sampling period is not less than the second target rotating speed after the first target rotating speed corresponding to the current sampling period is determined based on the real acceleration.

Optionally, the control device may further include:

and the third control module is used for controlling the vehicle based on the requested torque if the first target rotating speeds corresponding to the continuous appointed number of historical sampling periods are all smaller than the second target rotating speed, wherein the historical sampling period is a sampling period before the current sampling period.

Optionally, the first control module 52 is specifically configured to: and when the real acceleration of any one motor is larger than the preset acceleration, controlling the vehicle based on the real acceleration larger than the preset acceleration.

It should be noted that, for the information interaction and execution process between the above-mentioned devices/units, the specific functions and technical effects thereof are based on the same concept as those of the method embodiment of the present application, and thus reference may be made to the method embodiment section for details, which are not described herein again.

Fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present application. As shown in fig. 6, the electronic apparatus 6 of this embodiment includes: at least one processor 60 (only one shown in fig. 6), a memory 61, and a computer program 62 stored in the memory 61 and executable on the at least one processor 60, the processor 60 when executing the computer program 62 implementing the steps in any of the vehicle control method embodiments described above, such as the steps 110-120 shown in fig. 1.

The Processor 60 may be a Central Processing Unit (CPU), and the Processor 60 may be other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The memory 61 may in some embodiments be an internal storage unit of the electronic device 6, such as a hard disk or a memory of the electronic device 6. The memory 61 may also be an external storage device of the electronic device 6 in other embodiments, such as a plug-in hard disk provided on the electronic device 6, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like. Further, the memory 61 may also include both an internal storage unit of the terminal device 6 and an external storage device. The memory 61 is used for storing an operating device, an application program, a BootLoader (BootLoader), data, and other programs, such as program codes of a computer program. The memory 61 may also be used to temporarily store data that has been output or is to be output.

It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions. Each functional unit and module in the embodiments may be integrated in one processing unit, or each unit may exist alone physically, or two or more units are integrated in one unit, and the integrated unit may be implemented in a form of hardware, or in a form of software functional unit. In addition, specific names of the functional units and modules are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working processes of the units and modules in the system may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.

The embodiments of the present application further provide a computer-readable storage medium, where a computer program is stored, and when the computer program is executed by a processor, the computer program implements the steps in the above-mentioned method embodiments.

The embodiments of the present application provide a computer program product, which when running on a mobile terminal, enables the mobile terminal to implement the steps in the above method embodiments when executed.

The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, all or part of the processes in the methods of the embodiments described above can be implemented by a computer program, which can be stored in a computer-readable storage medium and can implement the steps of the embodiments of the methods described above when the computer program is executed by a processor. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer readable medium may include at least: any entity or device capable of carrying computer program code to a photographing apparatus/electronic device, a recording medium, computer Memory, read-Only Memory (ROM), random Access Memory (RAM), an electrical carrier signal, a telecommunications signal, and a software distribution medium. Such as a usb-disk, a removable hard disk, a magnetic or optical disk, etc.

In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to the related descriptions of other embodiments for parts that are not described or illustrated in a certain embodiment.

Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the technical solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

In the embodiments provided in the present application, it should be understood that the disclosed apparatus/network device and method may be implemented in other ways. For example, the above-described apparatus/network device embodiments are merely illustrative, and for example, the division of the modules or units is only one logical division, and there may be other divisions when actually implementing, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not implemented. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

The above-mentioned embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present application and are intended to be included within the scope of the present application.

Claims

1. A control method of a vehicle, characterized by comprising:

determining a true acceleration of the electric machine in the case that the input requested torque is greater than a current torque of the electric machine;

2. The control method according to claim 1, wherein the controlling the vehicle based on the real acceleration includes:

determining a first target rotating speed corresponding to the current sampling period based on the real acceleration;

and if the first target rotating speed corresponding to the current sampling period is less than a preset second target rotating speed, controlling the vehicle based on the first target rotating speed corresponding to the current sampling period, wherein the second target rotating speed is calculated by a vehicle model of the vehicle.

3. The control method according to claim 2, wherein the determining the first target rotation speed corresponding to the current sampling period based on the real acceleration comprises:

determining an acceleration threshold of the vehicle on a current road surface based on the real acceleration, wherein the acceleration threshold is smaller than or equal to the preset acceleration;

in the current sampling period, determining a first target rotating speed corresponding to the current sampling period based on the rotating speed of the motor at the initial moment of the current sampling period, the acceleration threshold and a preset formula.

4. The control method according to claim 3, wherein the controlling the vehicle based on the first target rotation speed corresponding to the current sampling period includes:

if the rotating speed of the motor at the initial moment of the current sampling period is greater than a first target rotating speed corresponding to the current sampling period, reducing the torque of the motor;

if the rotating speed of the motor at the initial moment of the current sampling period is less than the first target rotating speed corresponding to the current sampling period, increasing the torque of the motor;

and if the rotating speed of the motor at the initial moment of the current sampling period is equal to the first target rotating speed corresponding to the current sampling period, maintaining the torque of the motor.

5. The control method according to claim 2, further comprising, after the determining the first target rotation speed corresponding to the current sampling period based on the real acceleration:

and if the first target rotating speed corresponding to the current sampling period is not less than the second target rotating speed, controlling the vehicle based on a distributed traction control system and the second target rotating speed.

6. The control method according to claim 2, characterized by further comprising:

and if the first target rotating speeds corresponding to the continuous appointed number of historical sampling periods are all smaller than the second target rotating speed, controlling the vehicle based on the requested torque, wherein the historical sampling period is a sampling period before the current sampling period.

7. The control method according to claim 1, wherein the vehicle is provided with at least 2 of the electric machines, and the controlling the vehicle based on the real acceleration when the real acceleration is larger than a preset acceleration of the vehicle includes:

and when the real acceleration of any one motor is larger than the preset acceleration, controlling the vehicle based on the real acceleration larger than the preset acceleration.

8. A control device of a vehicle, characterized by comprising:

the device comprises a determining module, a judging module and a judging module, wherein the determining module is used for determining the real acceleration of the motor under the condition that the input request torque is larger than the current torque of the motor;

the control device comprises a first control module and a second control module, wherein the first control module is used for controlling the vehicle based on the real acceleration when the real acceleration is larger than the preset acceleration of the vehicle, and the preset acceleration refers to the maximum acceleration generated by the torque corresponding to the full accelerator when the vehicle runs on a high-attachment road surface.

9. An electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the control method of the vehicle according to any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, in which a computer program is stored, which, when being executed by a processor, implements a control method of a vehicle according to any one of claims 1 to 7.