CN116252638A - Torque control method and device for vehicle, storage medium and electronic device - Google Patents

Torque control method and device for vehicle, storage medium and electronic device Download PDF

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Publication number
CN116252638A
CN116252638A CN202310459497.2A CN202310459497A CN116252638A CN 116252638 A CN116252638 A CN 116252638A CN 202310459497 A CN202310459497 A CN 202310459497A CN 116252638 A CN116252638 A CN 116252638A
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China
Prior art keywords
vehicle
torque
preset
mode
state
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Pending
Application number
CN202310459497.2A
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Chinese (zh)
Inventor
程健
于长虹
刘元治
徐家良
郭丁伊
宋浩源
郁大嵬
曲白雪
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FAW Group Corp
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FAW Group Corp
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Priority to CN202310459497.2A priority Critical patent/CN116252638A/en
Publication of CN116252638A publication Critical patent/CN116252638A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The invention discloses a torque control method and device for a vehicle, the vehicle, a storage medium and an electronic device, and relates to the technical field of vehicles. Wherein the method comprises the following steps: acquiring the working state of a vehicle; controlling the vehicle to enter a preset mode in response to the working state meeting the activation condition, wherein the preset mode is used for controlling the torque of the vehicle; under a preset mode, determining a target torque of the vehicle, wherein the target torque is the sum of the current torque of the vehicle and a first auxiliary torque, and the first auxiliary torque is determined according to a target acceleration difference value of the vehicle; the torque of the vehicle is controlled based on the target torque. The invention solves the technical problems of damage to a braking system, reduced safety, lower autonomy and increased driving fatigue caused by the fact that a driver slows down the speed of a vehicle through braking when driving on a larger downhill road in the related art.

Description

Torque control method and device for vehicle, storage medium and electronic device
Technical Field
The present invention relates to the field of vehicle technologies, and in particular, to a torque control method and apparatus for a vehicle, a storage medium, and an electronic apparatus.
Background
In real life, vehicles can experience various road conditions in the running process, and at present, when a pure electric vehicle or a double-motor hybrid electric vehicle with only a single-stage speed reducer runs at a medium and high speed, particularly when a large downhill road is driven, the speed of the vehicle is easy to accelerate due to the action of gravity, so that safety accidents are caused. Therefore, control of the vehicle torque is necessary for the vehicle to travel at a high speed in a downhill road condition.
At present, when driving on a larger downhill road, a driver slows down the speed of the vehicle through braking, but the method can easily damage a braking system, so that safety accidents occur, the autonomy is low, the safety is low, and the driving fatigue degree is increased.
In view of the above problems, no effective solution has been proposed at present.
Disclosure of Invention
The embodiment of the invention provides a torque control method and device for a vehicle, the vehicle, a storage medium and an electronic device, and aims to solve the technical problems that a braking system is damaged, safety is low, autonomy is low and driving fatigue is increased due to the fact that a driver slows down the vehicle speed through braking when driving on a larger downhill road in the related art at least by automatically identifying the downhill environment where the vehicle is located and controlling the torque required by the vehicle, so that the downhill speed of the vehicle can be stabilized without the braking of the driver.
According to one embodiment of the present invention, there is provided a torque control method of a vehicle, including: acquiring the working state of a vehicle; controlling the vehicle to enter a preset mode in response to the working state meeting the activation condition, wherein the preset mode is used for controlling the torque of the vehicle; under a preset mode, determining a target torque of the vehicle, wherein the target torque is the sum of the current torque of the vehicle and a first auxiliary torque, and the first auxiliary torque is determined according to a target acceleration difference value of the vehicle; the torque of the vehicle is controlled based on the target torque.
Optionally, in the preset mode, determining the target torque of the vehicle includes: determining a target acceleration of the vehicle according to the speed of the vehicle; determining a target acceleration difference value according to the target acceleration and the current acceleration of the vehicle; proportional-integral control is performed based on the target acceleration difference value, and a first auxiliary torque is determined; and adding the current torque and the first auxiliary torque to obtain the target torque.
Optionally, proportional-integral control is performed based on the target acceleration difference, and determining the first assist torque includes: proportional integral control is carried out based on the target acceleration difference value, a first parameter, a second parameter, a working state and a second auxiliary torque, and a third auxiliary torque is determined, wherein the first parameter is used for representing a proportional adjustment parameter, the second parameter is used for representing an integral adjustment parameter, and the second auxiliary torque is a preset initial auxiliary torque; the first assist torque is determined based on the third assist torque and the assist torque threshold.
Optionally, the operating state includes a gear state, a driving mode, a speed, an accelerator opening, a gradient state, and a braking time of the vehicle, and controlling the vehicle to enter the preset mode in response to the operating state meeting the activation condition includes: and controlling the vehicle to enter a preset mode in response to the gear state being in a preset gear state, the driving mode being in a preset driving mode, the vehicle speed being greater than a speed threshold, the accelerator opening being less than or equal to an accelerator threshold, the gradient state being in a preset gradient state and the braking time being greater than or equal to a time threshold.
Optionally, the method further comprises: and in the preset mode, controlling the vehicle to exit the preset mode in response to the working state meeting the exit condition.
Optionally, the method further comprises: in the preset mode, the brake pedal state of the vehicle is a preset opening state.
According to one embodiment of the present invention, there is also provided a torque control device for a vehicle, including: the acquisition module is used for acquiring the working state of the vehicle; the first control module is used for controlling the vehicle to enter a preset mode in response to the working state meeting the activation condition, wherein the preset mode is used for controlling the torque of the vehicle; the determining module is used for determining the target torque of the vehicle in a preset mode, wherein the target torque is the sum of the current torque of the vehicle and the first auxiliary torque, and the first auxiliary torque is determined according to the target acceleration difference value of the vehicle; and a second control module for controlling torque of the vehicle based on the target torque.
Optionally, the determining module is further configured to determine a target acceleration of the vehicle according to a speed of the vehicle; determining a target acceleration difference value according to the target acceleration and the current acceleration of the vehicle; proportional-integral control is performed based on the target acceleration difference value, and a first auxiliary torque is determined; and adding the current torque and the first auxiliary torque to obtain the target torque.
Optionally, the determining module is further configured to perform proportional integral control based on the target acceleration difference, a first parameter, a second parameter, a working state, and a second auxiliary torque, and determine a third auxiliary torque, where the first parameter is used to represent a proportional adjustment parameter, the second parameter is used to represent an integral adjustment parameter, and the second auxiliary torque is a preset initial auxiliary torque; the first assist torque is determined based on the third assist torque and the assist torque threshold.
Optionally, the first control module is further configured to control the vehicle to enter the preset mode in response to the gear state being in the preset gear state, the driving mode being in the preset driving mode, the speed being greater than the speed threshold, the accelerator opening being equal to or less than the accelerator threshold, the gradient state being equal to or greater than the preset gradient state, and the duration braking time being equal to or greater than the time threshold.
Optionally, the first control module is further configured to control the vehicle to exit the preset mode in response to the working state meeting the exit condition in the preset mode.
Alternatively, in the preset mode, the brake pedal state of the vehicle is a preset state.
According to an embodiment of the present application, there is also provided a vehicle for executing the torque control method of the vehicle in any one of the above.
According to one embodiment of the present invention, there is also provided a computer-readable storage medium having a computer program stored therein, wherein the computer program is configured to perform the torque control method of the vehicle of any one of the above when run on a computer or a processor.
According to one embodiment of the present invention, there is also provided an electronic device including a memory having a computer program stored therein, and a processor configured to run the computer program to perform the torque control method of the vehicle in any one of the above.
According to the embodiment of the invention, the working state of the vehicle is obtained, the vehicle is controlled to enter the preset mode in response to the working state meeting the activation condition, the preset mode is used for controlling the torque of the vehicle, the target torque of the vehicle is determined in the preset mode, the target torque is the sum of the current torque of the vehicle and the first auxiliary torque, the first auxiliary torque is determined according to the target acceleration difference value of the vehicle, and finally the torque of the vehicle is controlled based on the target torque, so that the downhill environment of the vehicle is automatically identified, the required torque of the vehicle is controlled, the downhill speed of the vehicle can be stabilized under the condition that the driver does not need to brake, the driving performance of high-speed running in the downhill is greatly improved, the autonomy is high, the safety is high, and the technical problems that the driver slows down the speed through braking when driving on a larger downhill road in the related art, the braking system is damaged, the safety is low, the autonomy is low, and the driving fatigue is increased are solved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation on the invention. In the drawings:
FIG. 1 is a flow chart of a torque control method of a vehicle according to one embodiment of the invention;
FIG. 2 is a schematic diagram of a downhill mode activation process according to one embodiment of the present invention;
FIG. 3 is a schematic diagram of a downhill mode exit procedure according to one embodiment of the present invention;
FIG. 4 is a schematic diagram of a torque closed loop PI control process according to one embodiment of the invention;
fig. 5 is a block diagram of a torque control apparatus of a vehicle according to one embodiment of the present invention.
Detailed Description
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise 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.
According to one embodiment of the present invention, there is provided an embodiment of a torque control method for a vehicle, it being noted that the steps shown in the flowchart of the drawings may be performed in a computer system such as a set of computer executable instructions, and that although a logical sequence is shown in the flowchart, in some cases the steps shown or described may be performed in a different order than what is shown or described herein.
The method embodiments may be performed in an electronic device, similar control device or system that includes a memory and a processor. Taking an electronic device as an example, the electronic device may include one or more processors and memory for storing data. Optionally, the electronic apparatus may further include a communication device for a communication function and a display device. It will be appreciated by those of ordinary skill in the art that the foregoing structural descriptions are merely illustrative and are not intended to limit the structure of the electronic device. For example, the electronic device may also include more or fewer components than the above structural description, or have a different configuration than the above structural description.
The processor may include one or more processing units. For example: the processor may include a processing device of a central processing unit (central processing unit, CPU), a graphics processor (graphics processing unit, GPU), a digital signal processing (digital signal processing, DSP) chip, a microprocessor (microcontroller unit, MCU), a programmable logic device (field-programmable gate array, FPGA), a neural network processor (neural-network processing unit, NPU), a tensor processor (tensor processing unit, TPU), an artificial intelligence (artificial intelligent, AI) type processor, or the like. Wherein the different processing units may be separate components or may be integrated in one or more processors. In some examples, the electronic device may also include one or more processors.
The memory may be used to store a computer program, for example, a computer program corresponding to a torque control method of a vehicle in an embodiment of the present invention, and the processor implements the torque control method of a vehicle by running the computer program stored in the memory. The memory may include high speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid state memory. In some examples, the memory may further include memory remotely located with respect to the processor, which may be connected to the electronic device through a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The communication device is used to receive or transmit data via a network. Specific examples of the network described above may include a wireless network provided by a communication provider of the mobile terminal. In one example, the communication device includes a network adapter (network interface controller, NIC) that can connect to other network devices through the base station to communicate with the internet. In one example, the communication device may be a Radio Frequency (RF) module for communicating with the internet wirelessly.
Display devices may be, for example, touch screen type liquid crystal displays (liquid crystal display, LCDs) and touch displays (also referred to as "touch screens" or "touch display screens"). The liquid crystal display may enable a user to interact with a user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (graphical user interface, GUI) with which a user can interact with the GUI by touching finger contacts and/or gestures on the touch-sensitive surface, where the human-machine interaction functionality optionally includes the following interactions: executable instructions for performing the above-described human-machine interaction functions, such as creating web pages, drawing, word processing, making electronic documents, games, video conferencing, instant messaging, sending and receiving electronic mail, talking interfaces, playing digital video, playing digital music, and/or web browsing, are configured/stored in a computer program product or readable storage medium executable by one or more processors.
In this embodiment, there is provided a torque control method of a vehicle running on an electronic device, and fig. 1 is a flowchart of a torque control method of a vehicle according to one embodiment of the present invention, as shown in fig. 1, the flowchart includes the steps of:
Step S10, acquiring the working state of the vehicle;
the operating state of the vehicle may be understood as the state, mode, parameters, etc. of each vehicle component of the vehicle during running, for example, the driving mode of the vehicle, the running speed of the vehicle, etc., and the embodiment of the present invention is not limited.
Alternatively, the working state of the vehicle may be acquired through various sensors or display devices in the vehicle, and embodiments of the present invention are not limited. For example, the running mode of the vehicle may be acquired through a drive control panel in the vehicle, the running speed of the vehicle may be acquired through a torque control mechanism in the vehicle, and the like.
For easy understanding, the embodiment of the present invention further provides a variable definition table used in the torque control method of the vehicle, so as to correspondingly describe each variable used in the present invention, and the following table 1 is specifically shown:
table 1 variable definition table used in torque control method of vehicle
Name of the name Meaning of
TimeBrakeOn Duration of depression of brake pedal
AccPosition Accelerator pedal opening
VehicleSpeed Vehicle speed
BrakeStatus Brake switch state
Acceleration Current acceleration
SlopeRatio Current grade value
DwSlopeConstAct Slope threshold for downhill mode activation
TimeDwSlopeAct Time threshold for slope recognition for downhill mode activation
TimeDwSlopeActBrake Braking duration threshold for downhill mode activation
DwSlopeSpdAct Vehicle speed threshold for downhill mode activation
AccPostionDwAct Throttle threshold for downhill mode activation
TargetAccelrationDw Target acceleration
DwSlopeTqP Closed loop control of P-tuning parameters
DwSlopeTqI Closed loop control I-adjust parameters
DwSlopeTq Downhill assist torque
DwSlopeTqUpLim Upper limit value of auxiliary control torque for downhill
DwSlopeTqLowLim Lower limit value of auxiliary control torque for downhill
DwSlopeOffSpd Vehicle speed threshold for downhill mode exit
AccPostionDwOff Throttle threshold for exit from downhill mode
DwSlopeConstOff Slope threshold for downhill mode exit
TimeDwSlopeOff Time threshold for slope recognition of downhill mode exit
DwSlopeModeStatus Downhill mode state
TorqueDriverBefore Current driver demand torque
TorqueDriverFinal Final driver demand torque after superimposed downhill assist torque
Step S11, controlling the vehicle to enter a preset mode in response to the working state meeting the activation condition;
wherein the preset mode is for controlling torque of the vehicle.
The activation condition may be understood as a condition for activating and controlling the vehicle to enter the preset mode operation, that is, the operation state accords with the activation condition, and the vehicle is controlled to enter the preset mode, and the preset mode of the vehicle may be understood as a downhill mode of the vehicle (that is, a dwslopemodesatus, downhill mode state in table 1 above) for controlling the torque of the vehicle.
This step can be understood as meaning that when the operating state meets the activation condition, the current operating state satisfies the condition for controlling the vehicle to enter the preset mode, at which time the vehicle is controlled to enter the downhill mode for controlling the torque of the vehicle.
Alternatively, whether the state, the mode, the parameters and the like of each vehicle component in the vehicle working state meet the corresponding activation conditions may be sequentially determined, and when the state, the mode and the parameters of each vehicle component in the vehicle working state are identical, the vehicle is controlled to enter the preset mode.
Step S12, determining a target torque of the vehicle in a preset mode;
the target torque is the sum of the current torque of the vehicle and the first auxiliary torque, and the first auxiliary torque is determined according to the target acceleration difference value of the vehicle.
The target torque of the vehicle may be understood as a driver required torque of the vehicle in the current preset mode (i.e., the final driver required torque after superimposing the downhill auxiliary torque in table 1 above), which is used to represent a torque that is relatively close to the vehicle running in the current preset mode, that is, the vehicle running with the driver required torque can ensure that the vehicle speed of the vehicle in the preset mode remains stable, so as to avoid the occurrence of a safety accident.
This step may be understood as further determining the driver demand torque in the current preset mode, i.e. the target torque of the vehicle, by determining the sum of the current torque of the vehicle (i.e. the current driver demand torque in table 1 above) and the first assist torque after the operating state of the vehicle meets the activation condition and after controlling the vehicle to enter the preset mode.
Step S13, controlling the torque of the vehicle based on the target torque.
The step can be understood as controlling the torque of the vehicle based on the determined target torque, so that the torque of the vehicle is the same as the target torque, thereby ensuring that the speed of the vehicle in a preset mode is kept stable and avoiding the occurrence of safety accidents. Alternatively, the torque of the vehicle may be controlled based on the target torque by the vehicle PI control, and the embodiment of the invention is not limited.
According to the method, the working state of the vehicle is obtained, the vehicle is controlled to enter the preset mode in response to the working state meeting the activation condition, the preset mode is used for controlling the torque of the vehicle, the target torque of the vehicle is determined in the preset mode, the target torque is the sum of the current torque of the vehicle and the first auxiliary torque, the first auxiliary torque is determined according to the target acceleration difference value of the vehicle, and finally the torque of the vehicle is controlled based on the target torque, so that the downhill environment of the vehicle is automatically identified, the required torque of the vehicle is controlled, the downhill speed of the vehicle can be stabilized under the condition that the driver does not need to brake, the driving performance of high-speed running in the downhill is greatly improved, the autonomy is high, the safety is high, and the technical problems that the vehicle speed is reduced by braking by the driver during large downhill driving in the related art, the braking system is damaged, the safety is low, and the driving fatigue is increased are solved. In the related art, when driving on a larger downhill road, a driver slows down the speed of the vehicle through braking, so that a braking system is damaged, the safety is lower, the autonomy is lower, and the driving fatigue degree is increased
Optionally, in step S11, the operating state includes a gear state, a driving mode, a speed, an accelerator opening, a gradient state, and a braking time of the vehicle, and controlling the vehicle to enter the preset mode in response to the operating state meeting the activation condition may include performing the steps of:
step S110, controlling the vehicle to enter a preset mode in response to the gear state being in a preset gear state, the driving mode being in a preset driving mode, the speed being greater than a speed threshold, the accelerator opening being equal to or less than an accelerator threshold, the gradient state being equal to or greater than a preset gradient state, and the duration braking time being equal to or greater than a time threshold.
The operating conditions include a gear state, a driving mode, a speed, an accelerator opening, a gradient state, and a braking time of the vehicle. The gear state of the vehicle is used to indicate the current running state of the vehicle, for example, when the gear of the vehicle is P (park) in a Parking state, when the gear of the vehicle is R (Reverse) in a Reverse state, when the gear of the vehicle is N (Neutral) in a Neutral state, the vehicle is in a start state, a temporary stop state, or the like.
The driving mode of the vehicle is used to indicate a mode in which the vehicle is currently driving, such as a cruise mode, an automatic driving mode, an automatic parking mode, etc., and embodiments of the present invention are not limited. The accelerator pedal opening of a vehicle can be understood as the opening degree of the accelerator pedal of the vehicle. The gradient state of the vehicle may be understood as the gradient of the current running environment of the vehicle, for example, the gradient of a downhill slope when the vehicle is on a downhill slope, and the embodiment of the invention is not limited. The braking time of the vehicle is understood to be the duration of the driver's braking.
The preset gear state may be understood as an activation condition corresponding to the gear state of the vehicle, i.e. when the gear state is in the preset gear state, the gear state of the vehicle meets the corresponding activation condition. For example, the preset gear state may be set to a non-P, non-R, non-N gear of the vehicle, which is not limited by the embodiment of the present invention.
The preset driving mode may be understood as an activation condition corresponding to the driving mode of the vehicle, that is, when the driving mode of the vehicle is in the preset driving mode, the driving mode of the vehicle meets the activation condition corresponding to the driving mode of the vehicle. For example, the preset driving mode may be set to a non-cruise mode, a non-automatic driving mode, or a non-automatic parking mode, which is not limited by the embodiment of the present invention.
The speed threshold (i.e., the speed threshold for the activation of the downhill mode in table 1 above) may be understood as an activation condition corresponding to the speed of the vehicle (i.e., the vehicle speed in table 1 above), and when the speed (vehicle speed) is greater than the speed threshold (dw slopespdact), it indicates that the vehicle speed is greater at this time. Illustratively, when the activation condition discrimination of the vehicle into the downhill mode is made, the speed threshold of the vehicle may be set to 30km/h, and the embodiment of the invention is not limited.
The accelerator threshold (i.e., the accelerator threshold for activating the downhill mode in table 1 above) may be understood as an activation condition corresponding to the accelerator opening of the vehicle, and when the accelerator opening (i.e., the AccPosition in table 1 above) is less than or equal to the accelerator threshold (AccPostionDwAct), it indicates that there is a deceleration intention at this time. Illustratively, when the activation condition determination of the vehicle entering the downhill mode is made, the throttle threshold of the vehicle may be set to 2%, and the embodiment of the present invention is not limited.
The preset gradient state (i.e., the gradient threshold value for dwslopeConstAct in the above table 1, which is activated in the downhill mode) may be understood as an activation condition corresponding to the gradient state of the vehicle, and the time threshold value (i.e., the braking duration threshold value for TimeDslopeActBuke in the above table 1, which is activated in the downhill mode) may be understood as an activation condition corresponding to the braking time of the vehicle, i.e., the gradient state (i.e., the current gradient value in the above table 1) is equal to or greater than the preset gradient state, and the braking time (i.e., timeBrakeon in the above table 1, which is activated in the pedal depression duration) is equal to or greater than the time threshold value, where the gradient state and the braking time of the vehicle meet the corresponding activation conditions. Illustratively, the grade state of the vehicle may be set to 5%, and the time threshold of the vehicle may be set to 2 seconds, embodiments of the present invention are not limited.
This step can be understood as controlling the vehicle to enter a preset mode when the gear state, driving mode, speed, accelerator pedal opening, gradient state and braking time of the vehicle all meet their corresponding activation conditions. For example, when the gear state of the vehicle is in the non-P, non-R, non-N gear, the driving mode is in the non-cruise mode, the non-automatic driving mode, the non-automatic parking mode, the speed is greater than 30km/h, the accelerator opening is less than 2%, the gradient state is greater than or equal to 5%, and the braking time is greater than or equal to 2 seconds, the vehicle is controlled to enter the downhill mode, which is not limited in the embodiment of the invention.
FIG. 2 is a schematic view of a downhill mode activation process according to one embodiment of the present invention, as shown in FIG. 2, when the driver selects the D-stage comfort mode to drive from a flat road into a downhill road, the vehicle speed exceeds a speed threshold (30 km/h), the gradient state is equal to or greater than a gradient threshold (5%) for activation of the downhill mode, and the duration is equal to or greater than a time threshold, the accelerator pedal is released, and the brake pedal is depressed for a duration exceeding the time threshold (2 seconds), the downhill mode is activated.
Optionally, in step S11, the method may further include the following steps:
In step S111, in the preset mode, the vehicle is controlled to exit the preset mode in response to the working state meeting the exit condition.
The exit condition may be understood as a condition for controlling the vehicle to exit the preset mode, and the step may be understood as controlling the vehicle to exit the preset mode when one of a gear state, a driving mode, a speed, an accelerator opening degree, a gradient state, and a braking time of the vehicle meets the corresponding exit condition.
Optionally, controlling the vehicle to exit the preset mode in response to the gear state being in a preset exit gear state, or the driving mode being in a preset exit driving mode, or the speed being equal to or less than an exit speed threshold (i.e., dwspeoffsp in table 1 above, a vehicle speed threshold for a downhill mode exit), or the accelerator opening being greater than an exit accelerator threshold (i.e., accPostionDwOff in table 1 above, an accelerator threshold for a downhill mode exit), or the grade state being less than a preset exit grade state (i.e., dwspeConstoff in table 1 above, a grade threshold for a downhill mode exit) and the duration being equal to or greater than an exit time threshold (i.e., timedwspeoff in table 1 above, a time threshold for grade recognition for a downhill mode exit).
Specifically, when the exit condition discrimination of the vehicle exiting the downhill mode is performed, the preset exit gear state may be set to P, R, or N gear, the preset exit driving mode may be set to the cruise mode, the automatic driving mode, or the automatic parking mode, the exit speed threshold of the vehicle may be set to 25km/h, the exit throttle threshold may be set to 3%, the exit gradient state may be set to 3%, and the exit time threshold may be set to 2 seconds.
By way of example, the embodiment of the invention is not limited when the vehicle is in a gear state of P, R, or N, or the driving mode is in the cruise mode, or the automatic driving mode, or the automatic parking mode, or the speed is 25km/h or less, or the accelerator opening is 3% or more, or the gradient state is 3% or less and the duration is 2 seconds or more, and the vehicle is controlled to exit the downhill mode.
FIG. 3 is a schematic view of a downhill mode exit procedure according to an embodiment of the present invention, as shown in FIG. 3, after the activation of the downhill mode, i.e. the state of the downhill mode is 1, and the downhill mode exits when the opening of the accelerator pedal is greater than the throttle threshold for the downhill mode exit; when the brake is stepped down and the duration is greater than the brake duration threshold value of the downhill mode activation, the downhill mode is activated again; and then the road surface enters a slow slope road, and when the gradient state is smaller than the gradient threshold value of the exit of the downhill mode and the duration time is longer than the time threshold value of the gradient identification of the exit of the downhill mode, the downhill mode is exited.
Alternatively, in the preset mode, the brake pedal state of the vehicle is a preset state.
The preset state may be understood as a state of the brake pedal (i.e., a brake switch state in table 1 above), 1 representing a depression of the brake pedal, and 0 representing a release of the brake pedal, for activation and exit of the preset mode. Illustratively, when the condition for discriminating that the vehicle enters the downhill mode is performed, the preset state of the vehicle may be set to 1, and the embodiment of the present invention is not limited.
Alternatively, in step S12, in the preset mode, determining the target torque of the vehicle may include performing the steps of:
step S120, determining the target acceleration of the vehicle according to the speed of the vehicle;
the target acceleration of the vehicle (i.e., targetaccelerationdw in table 1 above) is a curve that varies with the vehicle speed, alternatively, the target acceleration of the vehicle may be determined according to the vehicle speed by a mathematical formula or a functional relationship, which is not limited in the embodiment of the present invention.
Alternatively, the target acceleration at each vehicle speed may be set to 0m/s 2 Can be set according to different vehicle speedsThe embodiments of the present invention are not limited by setting different target accelerations.
Step S121, determining a target acceleration difference value according to the target acceleration and the current acceleration of the vehicle;
the current Acceleration of the vehicle (i.e., the Acceleration in table 1 above) is the Acceleration during the actual running of the vehicle, and the difference is obtained by subtracting the target Acceleration from the current Acceleration of the vehicle, and the difference is the target Acceleration difference.
Step S122, proportional-integral control is performed based on the target acceleration difference value, and a first auxiliary torque is determined;
the proportional-integral control may be understood as vehicle PI control, and this step may be understood as proportional-integral control of the difference between the target acceleration and the current acceleration, and determination of the first assist torque.
Step S123, adding the current torque to the first assist torque to obtain a target torque.
This step can be understood as adding the current torque to the first assist torque after determining the first assist torque, resulting in the target torque.
Optionally, in step S122, proportional-integral control is performed based on the target acceleration difference value, and determining the first assist torque may include performing the steps of:
step S1220, performing proportional-integral control based on the target acceleration difference, the first parameter, the second parameter, the operating state and the second assist torque, and determining a third assist torque;
wherein, the first parameter (i.e. DwSlopeTqP in table 1 above, closed-loop control P adjustment parameter) is used to represent the proportional adjustment parameter, the second parameter (i.e. DwSlopeTqI in table 1 above, closed-loop control I adjustment parameter) is used to represent the integral adjustment parameter, and the second assist torque is a preset initial assist torque (i.e. DwSlopeTq in table 1 above, downhill assist control torque).
This step can be understood as performing proportional-integral control based on the target acceleration difference, the proportional-regulation parameter, the integral-regulation parameter, the operating state of the vehicle, and the preset initial assist torque, and determining the third assist torque.
Alternatively, the proportional adjustment parameter and the integral adjustment parameter are both curves that change according to the target acceleration difference, and may be set according to the actual situation of the vehicle, which is not limited in the embodiment of the present invention.
Alternatively, the preset initial assist torque may be set according to the actual situation of the vehicle, and the embodiment of the present invention is not limited.
Step S1221, determining a first assist torque based on the third assist torque and the assist torque threshold.
The assist torque threshold may be understood as a range of assist torque, and may be set according to the actual situation of the vehicle, and the embodiment of the present invention is not limited. Illustratively, the upper limit value of the assist torque threshold (i.e., dwSlopeTqUpLim in table 1 above, the upper limit value of the downhill assist control torque) may be set to 0Nm, and the lower limit value of the assist torque threshold (i.e., dwSlopeTqLowLim in table 1 above, the lower limit value of the downhill assist control torque) may be set to-1500 Nm, which may be understood as determining the first assist torque based on the third assist torque and the upper and lower limit values of the assist torque threshold.
Fig. 4 is a schematic diagram of a torque closed loop PI control process according to an embodiment of the present invention, as shown in fig. 4, after the downhill mode is activated, i.e., the state of the downhill mode is 1, the initial downhill assist torque is zero, the torque PI control is performed by adjusting the P parameter and the I parameter according to the difference between the target acceleration and the current actual acceleration as the target acceleration difference, the downhill mode assist PI torque is output, the maximum value of the downhill assist control torque is limited by the upper limit value of the downhill assist control torque, the minimum value of the downhill assist control torque is limited by the lower limit value of the downhill assist control torque, then the first assist torque is output, and the first assist torque is superimposed on the current driver demand torque to be output as the final driver demand torque, i.e., the sum of the current driver demand torque and the first assist torque is taken as the final driver demand torque.
From the description of the above embodiments, it will be clear to a person skilled in the art that the method according to the above embodiments may be implemented by means of software plus the necessary general hardware platform, but of course also by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. ROM/RAM, magnetic disk, optical disk) comprising instructions for causing a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to perform the method according to the embodiments of the present invention.
The present embodiment also provides a torque control device for a vehicle, which is used to implement the foregoing embodiments and the preferred embodiments, and is not described in detail. As used below, the term "module" may be a combination of software and/or hardware that implements a predetermined function. While the means described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.
Fig. 5 is a block diagram of a torque control apparatus of a vehicle according to an embodiment of the present invention, as shown in fig. 5, exemplified by a torque control apparatus 500 of a vehicle, the apparatus including: the acquisition module 501 is used for acquiring the working state of the vehicle; the first control module 502 is configured to control the vehicle to enter a preset mode in response to the working state meeting an activation condition, where the preset mode is used to control torque of the vehicle; the determining module 503 is configured to determine a target torque of the vehicle in a preset mode, where the target torque is a sum of a current torque of the vehicle and a first auxiliary torque, and the first auxiliary torque is determined according to a target acceleration difference value of the vehicle; the second control module 504, the second control module 504 is configured to control a torque of the vehicle based on the target torque.
Optionally, the determining module 503 is further configured to determine a target acceleration of the vehicle according to a speed of the vehicle; determining a target acceleration difference value according to the target acceleration and the current acceleration of the vehicle; proportional-integral control is performed based on the target acceleration difference value, and a first auxiliary torque is determined; and adding the current torque and the first auxiliary torque to obtain the target torque.
Optionally, the determining module 503 is further configured to perform proportional integral control based on the target acceleration difference, a first parameter, a second parameter, an operating state, and a second assist torque, and determine a third assist torque, where the first parameter is used to represent a proportional adjustment parameter, the second parameter is used to represent an integral adjustment parameter, and the second assist torque is a preset initial assist torque; the first assist torque is determined based on the third assist torque and the assist torque threshold.
Optionally, the first control module 502 is further configured to control the vehicle to enter the preset mode in response to the gear state being in the preset gear state, the driving mode being in the preset driving mode, the speed being greater than the speed threshold, the accelerator opening being equal to or less than the accelerator threshold, the gradient state being equal to or greater than the preset gradient state, and the braking time being equal to or greater than the time threshold.
Optionally, the first control module 502 is further configured to control the vehicle to exit from the preset mode in response to the working state meeting the exit condition in the preset mode.
Alternatively, in the preset mode, the brake pedal state of the vehicle is a preset state.
It should be noted that each of the above modules may be implemented by software or hardware, and for the latter, it may be implemented by, but not limited to: the modules are all located in the same processor; alternatively, the above modules may be located in different processors in any combination.
Embodiments of the present application also provide a vehicle for performing the steps of any of the method embodiments described above.
Alternatively, in the present embodiment, the above-described vehicle may be configured to store a computer program for executing the steps of:
step S1, acquiring the working state of a vehicle;
step S2, controlling the vehicle to enter a preset mode in response to the working state meeting the activation condition;
step S3, determining a target torque of the vehicle in a preset mode;
step S4, controlling the torque of the vehicle based on the target torque.
Embodiments of the present invention also provide a computer readable storage medium having a computer program stored therein, wherein the computer program is arranged to perform the steps of any of the method embodiments described above when run on a computer or processor.
Alternatively, in the present embodiment, the above-described computer-readable storage medium may be configured to store a computer program for performing the steps of:
step S1, acquiring the working state of a vehicle;
step S2, controlling the vehicle to enter a preset mode in response to the working state meeting the activation condition;
step S3, determining a target torque of the vehicle in a preset mode;
Step S4, controlling the torque of the vehicle based on the target torque.
Alternatively, in the present embodiment, the above-described computer-readable storage medium may include, but is not limited to: a usb disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a removable hard disk, a magnetic disk, or an optical disk, or other various media in which a computer program can be stored.
An embodiment of the invention also provides an electronic device comprising a memory in which a computer program is stored and a processor arranged to run the computer program to perform the steps of any of the method embodiments described above.
Alternatively, in the present embodiment, the processor in the electronic device may be configured to execute the computer program to perform the steps of:
step S1, acquiring the working state of a vehicle;
step S2, controlling the vehicle to enter a preset mode in response to the working state meeting the activation condition;
step S3, determining a target torque of the vehicle in a preset mode;
step S4, controlling the torque of the vehicle based on the target torque.
Alternatively, specific examples in this embodiment may refer to examples described in the foregoing embodiments and optional implementations, and this embodiment is not described herein.
The foregoing embodiment numbers of the present invention are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
In the foregoing embodiments of the present invention, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.
In the several embodiments provided in the present application, it should be understood that the disclosed technology content may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, for example, may be a logic function division, and may be implemented in another manner, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.
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 units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied essentially or in part or all of the technical solution or in part in the form of a software product stored in a storage medium, including instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.
The foregoing is merely a preferred embodiment of the present invention and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present invention, which are intended to be comprehended within the scope of the present invention.

Claims (10)

1. A torque control method of a vehicle, characterized by comprising:
acquiring the working state of a vehicle;
controlling the vehicle to enter a preset mode in response to the working state meeting an activation condition, wherein the preset mode is used for controlling the torque of the vehicle;
determining a target torque of the vehicle in the preset mode, wherein the target torque is the sum of the current torque of the vehicle and a first auxiliary torque, and the first auxiliary torque is determined according to a target acceleration difference value of the vehicle;
controlling a torque of the vehicle based on the target torque.
2. The method of claim 1, wherein in the preset mode, determining a target torque of the vehicle comprises:
determining a target acceleration of the vehicle according to the speed of the vehicle;
determining the target acceleration difference value according to the target acceleration and the current acceleration of the vehicle;
Proportional-integral control is performed based on the target acceleration difference value, and the first auxiliary torque is determined;
and adding the current torque and the first auxiliary torque to obtain the target torque.
3. The method of claim 2, wherein the proportional-integral control based on the target acceleration difference value, determining the first assist torque comprises:
performing proportional integral control based on the target acceleration difference value, a first parameter, a second parameter, the working state and a second auxiliary torque to determine a third auxiliary torque, wherein the first parameter is used for representing a proportional adjustment parameter, the second parameter is used for representing an integral adjustment parameter, and the second auxiliary torque is a preset initial auxiliary torque;
and determining the first auxiliary torque according to the third auxiliary torque and an auxiliary torque threshold value.
4. The method of claim 1, wherein the operating conditions include a gear state, a driving mode, a speed, an accelerator opening, a grade state, and a braking time of the vehicle, and wherein controlling the vehicle to enter a preset mode in response to the operating conditions meeting an activation condition comprises:
And controlling the vehicle to enter a preset mode in response to the gear state being in a preset gear state, the driving mode being in a preset driving mode, the speed being greater than a speed threshold, the accelerator opening being less than or equal to an accelerator threshold, the gradient state being greater than or equal to a preset gradient state and the braking time being greater than or equal to a time threshold.
5. The method as recited in claim 4, further comprising:
and under the preset mode, controlling the vehicle to exit the preset mode in response to the working state meeting an exit condition.
6. The method of any one of claims 1-5, further comprising:
in the preset mode, the brake pedal state of the vehicle is a preset state.
7. A torque control device for a vehicle, comprising:
the acquisition module is used for acquiring the working state of the vehicle;
the first control module is used for responding to the working state to meet an activation condition and controlling the vehicle to enter a preset mode, wherein the preset mode is used for controlling the torque of the vehicle;
the determining module is used for determining a target torque of the vehicle in the preset mode, wherein the target torque is the sum of the current torque of the vehicle and a first auxiliary torque, and the first auxiliary torque is determined according to a target acceleration difference value of the vehicle;
And a second control module for controlling a torque of the vehicle based on the target torque.
8. A vehicle for performing the torque control method of the vehicle according to any one of claims 1 to 6.
9. A computer readable storage medium, characterized in that the computer readable storage medium has stored therein a computer program, wherein the computer program is arranged to perform the torque control method of the vehicle according to any of the preceding claims 1 to 6 when run on a computer or processor.
10. An electronic device comprising a memory and a processor, characterized in that the memory has stored therein a computer program, the processor being arranged to run the computer program to perform the torque control method of the vehicle as claimed in any one of the preceding claims 1 to 6.
CN202310459497.2A 2023-04-25 2023-04-25 Torque control method and device for vehicle, storage medium and electronic device Pending CN116252638A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117565871A (en) * 2023-12-14 2024-02-20 中科华芯(东莞)科技有限公司 Multi-mode automatic switching driving safety method and system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117565871A (en) * 2023-12-14 2024-02-20 中科华芯(东莞)科技有限公司 Multi-mode automatic switching driving safety method and system

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