CN116279468A

CN116279468A - Control method and device of vehicle power system, vehicle and storage medium

Info

Publication number: CN116279468A
Application number: CN202310514166.4A
Authority: CN
Inventors: 邹敏
Original assignee: Chongqing Changan Automobile Co Ltd
Current assignee: Chongqing Changan Automobile Co Ltd
Priority date: 2023-05-08
Filing date: 2023-05-08
Publication date: 2023-06-23

Abstract

The application relates to a control method and device of a vehicle power system, a vehicle and a storage medium, wherein the control method comprises the following steps: collecting the current gradient value, the vehicle body weight, the current acceleration and the state information of a front target vehicle of the current vehicle, identifying that the ACC working mode of the current vehicle is a preset activation mode, a preset brake continuation mode, a preset overrun mode or a preset activation waiting mode, calculating an ACC request torque value according to the current gradient value, the vehicle body weight and the current acceleration, judging whether the current vehicle meets the intelligent driving preset acceleration condition based on the state information of the front target vehicle, and controlling a vehicle power system to accelerate the current vehicle according to the ACC request torque value when the current vehicle meets the intelligent driving preset acceleration condition. Therefore, the problems of a click feel, a slide slope, a rise, shake, poor ACC deceleration effect, untimely AEB response time and the like are solved, so that more user demands are met, and user experience is improved.

Description

Control method and device of vehicle power system, vehicle and storage medium

Technical Field

The present disclosure relates to the field of vehicle technologies, and in particular, to a method and apparatus for controlling a vehicle power system, a vehicle, and a storage medium.

Background

Currently, the automotive industry is at a key node for converting a traditional automobile into an intelligent automobile, and intelligent driving is a development trend of global automobile technology and industry. The intelligent driving is realized by using the modern sensing technology, the information and communication technology, the automatic control technology, the computer technology, the artificial intelligence and other technologies, so that the vehicle has the capabilities of sensing positioning, path planning and autonomous control, the controller is enabled to automatically control the vehicle, and the evolution and the upgrading of the intelligent driving gradually change the travel mode of people and the transportation mode of goods.

The intelligent driving longitudinal control system mainly comprises full-speed self-adaptive cruising, automatic emergency braking and other longitudinal control functions derived from the full-speed self-adaptive cruising and automatic emergency braking. Full speed adaptive cruise (Adaptive Cruise Control, ACC for short), which helps the driver to control the speed, speed-down, or speed-up/speed-down following the front vehicle while the vehicle is running, and reduces the load on the driver; automatic emergency braking (Automated Emergency Braking, AEB for short), means that the driver is warned of the risk of collision when the vehicle is traveling on the road, or is assisted in braking, avoiding or alleviating the risk of collision.

The power control unit (Power Control Unit, abbreviated as PCU) of the hybrid power system vehicle is provided with two power sources, namely an electric motor and an engine. When the hybrid motor vehicle works, the power can be only motor work, only engine work or two kinds of power work simultaneously, and different strategies of different vehicle types are different; the power control unit (Vehicle Control Unit, VCU for short) of the electric vehicle refers to a power source of only an electric motor.

In the related art, a longitudinal control system detects a front target vehicle through a sensor such as a radar or a camera, and can detect information such as a transverse distance and a longitudinal distance of the target vehicle relative to the vehicle, and a control command is sent to a power system or a vehicle body stability control system (Electronic Stability Program, ESP for short) through the longitudinal control system to control the speed of the vehicle, so that the safe following distance between the vehicle and the front vehicle is kept.

However, the longitudinal control system in the related art does not consider the influence of factors such as the working mode of the ACC, the working condition of the own vehicle, the energy recovery existing in the whole vehicle associated system, the creep torque, the driver operation and the like on the vehicle power system under different powers, so that the optimal control on the longitudinal system is lacking, and the solution is needed.

Disclosure of Invention

According to the control method, the control device, the vehicle and the storage medium of the vehicle power system, under different powers, the longitudinal system is optimally controlled by the AEB activation state according to the working modes of the ACC, the working conditions of the vehicle, the energy recovery, the creep torque, the driver operation and other influencing factors existing in the whole vehicle association system, so that the problems of head feeling, slope sliding, towering, shaking, poor ACC deceleration effect, untimely AEB response time and the like are solved, the requirements of more users are met, and the user experience is improved.

An embodiment of a first aspect of the present application provides a control method of a vehicle power system, including the steps of:

collecting a current gradient value, a vehicle body weight, a current acceleration and state information of a front target vehicle of a current vehicle;

identifying an adaptive cruise ACC working mode of the current vehicle, and calculating an ACC request torque value according to the current gradient value, the vehicle body weight and the current acceleration when the ACC working mode is a preset activation mode, a preset brake continuation mode, a preset overrun mode or a preset activation waiting mode; and

based on state information of a front target vehicle, judging whether the current vehicle meets a preset acceleration condition for intelligent driving, and controlling a vehicle power system to perform acceleration control on the current vehicle according to the ACC request torque value when the current vehicle meets the preset acceleration condition for intelligent driving.

According to the technical means, the application of the longitudinal control system in the intelligent driving field is extended, the longitudinal system is optimally controlled by combining the working condition and the working mode of the current vehicle, so that the requirements of more users are met, and the user experience is improved.

Further, the current vehicle is a hybrid vehicle or a pure electric vehicle, and after calculating the ACC request torque value according to the current grade value, the vehicle body weight, and the current acceleration, the method further includes:

judging whether the current vehicle meets an intelligent driving preset torque control condition or not;

if the current vehicle meets the intelligent driving preset torque control condition, controlling the vehicle power system to control the torque of the current vehicle according to the ACC request torque value;

wherein, the intelligent driving preset torque control conditions are as follows:

no higher priority torque request is received by the body stability system ESP;

the ACC request torque value is 0;

the power control unit PCU of the hybrid vehicle/VCU torque request state of the pure electric vehicle is a preset available state;

the ACC torque request activation state is a preset non-activation state;

the current vehicle is in the ACC working mode;

the driver override mode request signal is a non-driver override state.

According to the technical means, through the intelligent driving preset torque control conditions, the logic judgment is carried out on the relevant data such as the working mode and the request state of the current vehicle, and when the current vehicle meets the intelligent driving preset torque control conditions, a control instruction is sent out to realize corresponding control of the vehicle.

judging whether the current vehicle meets a preset creep torque forbidden condition or not;

if the current vehicle meets the preset creep torque forbidden condition, controlling the vehicle power system not to execute the creep torque;

the condition that the execution of creep torque is prohibited is that the ACC working mode is in the preset activation mode, the preset brake continuation mode, the preset overrun mode or the preset activation waiting mode.

According to the technical means, the phenomenon of shaking and abrupt of the vehicle can be effectively avoided, and the comfort of the vehicle in the driving process is ensured.

Further, the control method of the vehicle power system described above further includes:

judging whether the current vehicle meets a vehicle power system torque execution condition preset by non-intelligent driving or not;

if the current vehicle meets the torque execution condition of the vehicle power system preset by the non-intelligent driving, controlling the vehicle power system to control the current vehicle according to a torque control strategy preset by the non-intelligent driving;

The current vehicle is the hybrid vehicle or the pure electric vehicle, and the vehicle power system torque execution condition preset by the non-intelligent driving is as follows:

no higher priority torque request is received by the body stability system ESP;

the ACC torque request activation state is a preset non-activation state;

the current vehicle is not in the ACC operation mode.

According to the technical means, through the non-intelligent driving preset torque control conditions, the logic judgment is carried out on the relevant data such as the working mode and the request state of the current vehicle, and when the current vehicle meets the non-intelligent driving preset torque control conditions, a control instruction is sent out to realize corresponding control of the vehicle.

Further, the priority of the intelligent driving preset acceleration condition, the intelligent driving preset torque control condition and the preset creep-forbidden torque condition is higher than the priority of the non-intelligent driving preset vehicle power system torque execution condition.

According to the technical means, the power control units of the system vehicles such as the intelligent driving preset acceleration condition, the intelligent driving preset torque control condition and the preset creep torque prohibition condition are prioritized, so that the optimal control of the power system of the vehicle under different power is realized.

Further, the current vehicle is a fuel vehicle, and after calculating the ACC request torque value according to the current grade value, the vehicle body weight, and the current acceleration, the method further includes:

judging whether the ACC torque request activation state of the current vehicle is a preset non-activation state or not;

and if the ACC torque request activation state is the preset non-activation state, controlling the vehicle power system to control the current vehicle according to a torque control strategy preset by non-intelligent driving.

According to the technical means, when the ACC torque request activation state of the current vehicle is judged to be the preset activation mode, the vehicle power system can be controlled to realize corresponding control of the vehicle according to the torque control strategy preset according to the non-intelligent driving.

detecting the speed reduction signal states of the ACC working mode and an automatic emergency braking system AEB;

and if the ACC working mode is the preset activation mode, the preset brake continuing mode, the preset overrun mode or the preset activation waiting mode, or the deceleration signal of the AEB is in a preset activation state, controlling the vehicle power system not to execute the energy recovery action, and controlling the vehicle power system not to execute the acceleration request of the driver.

According to the technical means, since the coasting energy recovery of the power system of the system vehicle is uncontrollable, the coasting energy recovery is not performed in the corresponding state, so that the deceleration effect of the ACC working mode and the response time of the AEB are ensured, and when the deceleration signal of the AEB is in the preset activation state, the power system does not respond to the acceleration request of the driver, so that the response time of the AEB is ensured.

Further, the current vehicle is a fuel vehicle, and the preset acceleration condition is:

no higher priority torque request is received by the body stability system ESP;

the ACC request torque value accords with a preset effective condition;

the vehicle EMS torque request state is a preset available state;

the ACC torque request activation state is a preset activation state.

According to the technical means, the power system of the vehicle responds to the torque request of the ACC according to the torque demand precision of the ACC, and the acceleration of the vehicle is controlled.

Further, the current vehicle is a hybrid vehicle or a pure electric vehicle, and the preset acceleration condition is:

no higher priority torque request is received by the body stability system ESP;

the ACC request torque value accords with a preset effective condition;

the vehicle PCU/VCU torque request state is a preset available state;

The ACC torque request activation state is a preset activation state;

the current vehicle is in the ACC working mode;

the driver override mode request signal is a non-driver override state.

According to the technical means, the power system of the system vehicle responds to the torque request of the ACC according to the torque demand precision of the ACC, and the acceleration of the vehicle is controlled, but when the request of the torque of the accelerator pedal of the driver is larger than the torque request of the ACC, the power system of the vehicle needs to respond to the acceleration request of the driver preferentially.

An embodiment of a second aspect of the present application provides a control device of a vehicle power system, including:

the acquisition module is used for acquiring the current gradient value, the weight of the vehicle body, the current acceleration and the state information of the front target vehicle of the current vehicle;

the identification module is used for identifying an adaptive cruise ACC working mode of the current vehicle, and calculating an ACC request torque value according to the current gradient value, the vehicle body weight and the current acceleration when the ACC working mode is a preset activation mode, a preset brake continuation mode, a preset overrun mode or a preset activation waiting mode; and

the control module is used for judging whether the current vehicle meets the intelligent driving preset acceleration condition or not based on the state information of the front target vehicle, and controlling a vehicle power system to perform acceleration control on the current vehicle according to the ACC request torque value when the current vehicle meets the intelligent driving preset acceleration condition.

Further, the current vehicle is a hybrid vehicle or a pure electric vehicle, and after calculating the ACC request torque value according to the current grade value, the vehicle body weight, and the current acceleration, the identification module is further configured to:

no higher priority torque request is received by the body stability system ESP;

the ACC request torque value is 0;

the ACC torque request activation state is a preset non-activation state;

the current vehicle is in the ACC working mode;

the driver override mode request signal is a non-driver override state.

Further, the identification module is further configured to:

no higher priority torque request is received by the body stability system ESP;

the ACC torque request activation state is a preset non-activation state;

The current vehicle is not in the ACC operation mode.

Further, the priority of the preset intelligent driving acceleration condition, the intelligent driving preset torque control condition and the preset creep-forbidden torque condition is higher than that of the non-intelligent driving preset vehicle power system torque execution condition.

Further, the current vehicle is a fuel vehicle, and after calculating the ACC request torque value according to the current grade value, the vehicle body weight, and the current acceleration, the identification module is further configured to:

Further, the identification module is further configured to:

no higher priority torque request is received by the body stability system ESP;

the ACC request torque value accords with a preset effective condition;

the vehicle EMS torque request state is a preset available state;

the ACC torque request activation state is a preset activation state.

no higher priority torque request is received by the body stability system ESP;

the ACC request torque value accords with a preset effective condition;

the vehicle PCU/VCU torque request state is a preset available state;

the ACC torque request activation state is a preset activation state;

the current vehicle is in the ACC working mode;

the driver override mode request signal is a non-driver override state.

An embodiment of a third aspect of the present application provides a vehicle, including: the control system includes a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the control method of the vehicle power system as in the above-described embodiment.

An embodiment of a fourth aspect of the present application provides a computer-readable storage medium having stored thereon a computer program that is executed by a processor for implementing the control method of the vehicle power system of the above-described embodiment.

Therefore, according to the control method of the vehicle power system, when the adaptive cruise ACC working mode of the current vehicle is identified to be the preset activation mode, the preset brake continuation mode, the preset overrun mode or the preset activation waiting mode, the ACC request torque value is calculated according to the gradient value, the vehicle body weight and the acceleration of the vehicle, and the vehicle power system is controlled to accelerate and control the current vehicle according to the ACC request torque value when the target vehicle state meets the intelligent driving preset condition. According to the ACC working mode and the AEB activation state, energy recovery is controlled, and according to the AEB activation state, the response requirement of power to the acceleration request of a driver is clarified, so that the problems of click feel, sliding slope, shrugging, shaking, poor ACC deceleration effect, untimely AEB response time and the like are solved, the requirements of more users are met, and the user experience is improved.

Additional aspects and advantages of the application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the application.

Drawings

The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a flow chart of a method of controlling a vehicle powertrain according to an embodiment of the present disclosure;

FIG. 2 is a schematic diagram of ACC/AEB versus PCU/VCU energy recovery requirements, according to an embodiment of the present application;

FIG. 3 is a flow chart diagram of a method of controlling a vehicle powertrain according to one embodiment of the present application;

FIG. 4 is a schematic diagram of a control system architecture of a vehicle powertrain according to one embodiment of the present application;

FIG. 5 is a schematic diagram of interaction logic of an ADAS longitudinal system with a power system EMS according to one embodiment of the present application;

FIG. 6 is a schematic diagram of interaction logic of an ADAS longitudinal system with a powertrain PCU/VCU according to one embodiment of the present application;

FIG. 7 is a block schematic diagram of a control device of a vehicle powertrain according to an embodiment of the present application;

fig. 8 is a schematic structural view of a vehicle according to an embodiment of the present application.

Reference numerals illustrate: a control system of a 10-vehicle power system, a control device of a 20-vehicle power system, a 100-environment sensing module, a 200-longitudinal control module, a 300-execution module, a 400-acquisition module, a 500-identification module, a 600-control module, a 801-memory, an 802-processor and 803-communication interface.

Detailed Description

Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and intended for the purpose of explaining the present application and are not to be construed as limiting the present application.

Control methods, devices, vehicles, and storage media of the vehicle power system of the embodiments of the present application are described below with reference to the accompanying drawings.

Before describing the control method of the vehicle power system according to the embodiment of the present application, the control method of the vehicle power system in the related art will be briefly described.

Related art proposes a method and a device for controlling self-adaptive cruising and low-speed vehicle following, and a vehicle, wherein the method comprises the following steps: acquiring vehicle running state information of an electric vehicle and a target tracking vehicle; determining target output torque of the electric automobile according to the vehicle running state information; and cruising control is carried out on the electric automobile according to the target output torque. According to the method, under the condition that a driver selects the self-adaptive cruise working condition, the low-speed following control strategy is optimized by combining different driving modes and gradient road conditions, the working condition of 0-15% gradient starting following can be realized, the comfort of the low-speed following starting working condition is optimized, and the comfort of the self-adaptive cruise low-speed driving of the vehicle under the low-speed traffic jam and ramp working conditions is greatly improved.

However, the technology only describes logic and a method of an advanced driving assistance system (Advanced Driver Assistance System, abbreviated as ADAS) control end of an electric vehicle, does not describe specific logic of adaptive cruise and power system interaction under specific working conditions, does not describe a control method of a full-speed section adaptive cruise system, and does not describe specific logic of adaptive cruise and automatic emergency brake system interaction with a power system when coasting energy recovery, creep torque and driver acceleration exist.

Based on the above-mentioned problems, the present application provides a control method of a vehicle power system, in which, when the adaptive cruise ACC operation mode of the current vehicle is identified as a preset activation mode, a preset brake continuation mode, a preset overrun mode or a preset activation waiting mode, an ACC request torque value is calculated according to a gradient value, a body weight and an acceleration of the vehicle, and when a target vehicle state meets an intelligent driving preset condition, the vehicle power system is controlled to perform acceleration control on the current vehicle according to the ACC request torque value. Therefore, the longitudinal system is optimally controlled according to the working mode of the ACC, the working condition of the vehicle, the energy recovery, the creep torque, the driver operation and other influencing factors existing in the whole vehicle associated system. This patent has optimized from these several aspects, has solved some first feelings, swift current slope, shrugs, shake, ACC slow down effectual, AEB response time untimely scheduling problem to satisfy more user demands, promote user experience.

Specifically, fig. 1 is a schematic flow chart of a control method of a vehicle power system according to an embodiment of the present application.

As shown in fig. 1, the control method of the vehicle power system includes the steps of:

in step S101, a current gradient value of the current vehicle, a vehicle body weight, a current acceleration, and state information of the front target vehicle are acquired.

It should be understood that the current gradient value of the current vehicle may be acquired through a gradient sensor of the vehicle itself, the weight of the vehicle body may be obtained through a parameter of the vehicle itself, the current acceleration may be acquired through an acceleration sensor or a speed sensor of the vehicle itself, and the state information of the front target vehicle may be detected through a radar or the like sensor of the vehicle, where the state information of the front target vehicle may include information of a lateral distance, a longitudinal distance, a type, a recognition condition, a target ID, a target direction, and the like of the target vehicle.

In addition, the embodiment of the application can also recognize the lane line recognition condition, the transverse distance from the center of the vehicle to the lane line, the lane line curvature and other attributes through the forward-looking intelligent camera, detect the front lane line recognition condition, the transverse and longitudinal distance, the type, the target vehicle type and other information, and fuse with millimeter wave radar data, so that the recognition accuracy of the front target vehicle is improved.

In step S102, an adaptive cruise ACC operation mode of the current vehicle is identified, and an ACC request torque value is calculated according to the current grade value, the vehicle body weight, and the current acceleration when the ACC operation mode is a preset activation mode, a preset brake-on mode, a preset override mode, or a preset activation wait mode.

The ACC operation mode may include a preset activation mode, a preset brake continuation mode, a preset override mode, a preset activation waiting mode, etc., for example, when the ACC operation mode is operated in the preset activation mode, it may be identified that the current vehicle is in the preset activation mode, and the identification of other modes is consistent with the identification of the preset activation mode, so that redundancy is avoided, and detailed description is omitted herein.

Specifically, the embodiment of the present application may identify an ACC operation mode of the current vehicle, and calculate an ACC request torque value based on the current gradient value, the vehicle body weight and the current acceleration obtained in the step S101 when the ACC operation mode is in the preset activation mode, the preset brake continuation mode, the preset overrun mode or the preset activation waiting mode, where a calculation manner in the related art may be used to calculate the ACC request torque value, so that redundancy is avoided and detailed description is omitted.

Further, in some embodiments, the current vehicle is a hybrid vehicle or a pure electric vehicle, and after calculating the ACC request torque value according to the current grade value, the vehicle body weight, and the current acceleration, further comprising: judging whether the current vehicle meets the intelligent driving preset torque control condition or not; if the current vehicle meets the intelligent driving preset torque control condition, controlling a vehicle power system to control the torque of the current vehicle according to the ACC request torque value; wherein, the intelligent driving preset torque control condition is: no higher priority torque request is received by the body stability system ESP; the ACC request torque value is 0; the power control unit PCU of the hybrid vehicle/VCU torque request state of the pure electric vehicle is a preset available state; the ACC torque request activation state is a preset non-activation state; the current vehicle is in an ACC working mode; the driver override mode request signal is a non-driver override state.

Wherein, the intelligent driving preset torque control condition is preset by a person skilled in the art, and when the following conditions are satisfied, the PCU/VCU can execute a torque request sent by the ACC on the vehicle (when the ACC sends 0 torque):

1) No higher priority torque requests, such as torque requests not received by the body stability system ESP;

2) Receiving an ACC torque request value of 0 torque;

3) The PCU/VCU torque request available signal is "available";

4) The ACC torque request activation signal "not activated";

5) The cruising system state is a working state;

6) The driver override mode request signal judged by the PCU/VCU is a "non-driver override state".

Further, in some embodiments, the current vehicle is a hybrid vehicle or a pure electric vehicle, and after calculating the ACC request torque value according to the current grade value, the vehicle body weight, and the current acceleration, further comprising: judging whether the current vehicle meets the preset creep torque forbidden condition or not; if the current vehicle meets the preset creep torque forbidden condition, controlling the vehicle power system not to execute the creep torque; the condition of forbidding execution of creep torque is that the ACC working mode is in a preset activation mode, a preset brake continuation mode, a preset overrun mode or a preset activation waiting mode.

It will be appreciated that when the cruise system state and the automatic emergency braking system are in operation, the comfort of the vehicle should be ensured during matching of the ACC/AEB, the powertrain, and the ESP, and no significant jerk, abrupt, etc. should be expected, so that the hybrid and electric vehicle powertrain does not execute its own creep torque or other driving vehicle creep torque.

Specifically, because the creep torque of the power systems of the hybrid electric vehicle and the pure electric vehicle is uncontrollable, the creep torque and other torques for driving the vehicle need to be forbidden, and the following working conditions that problems such as click feel and shrugging may occur are listed:

1) During deceleration of the ACC, if creep torque exists, the ESP can be pressurized, so that a click feel is caused.

2) When the ACC enters an 'active waiting' state after the ramp is stopped, if creep torque exists, the ESP can increase the pressure maintaining pressure to prevent the vehicle from sliding on the ramp, so that obvious click feel is caused.

3) In the overrun mode, the powertrain is responsive to driver torque and is not required to respond to an ACC torque request. Suggesting a unified policy: creep torque is prohibited in overrun mode.

4) At a low speed of 6km/h (calibratable), the powertrain may have clutch torque (similar to creep torque) that would result in torque at the ACC request torque of 0, the power source still having torque, causing the vehicle to cock.

In step S103, based on the state information of the front target vehicle, it is determined whether the current vehicle satisfies the intelligent driving preset acceleration condition, and when the current vehicle satisfies the intelligent driving preset acceleration condition, the vehicle power system is controlled to perform acceleration control on the current vehicle according to the ACC request torque value.

The preset acceleration condition refers to that the power system drives the vehicle to accelerate after receiving an instruction of the ADAS control module.

Further, in some embodiments, the current vehicle is a fuel vehicle, and the preset acceleration condition is: the preset acceleration conditions are as follows: no higher priority torque request is received by the body stability system ESP; the ACC request torque value accords with a preset effective condition; the vehicle EMS torque request state is a preset available state; the ACC torque request active state is a preset active state.

Specifically, when the following conditions are simultaneously satisfied by the fuel vehicle, the powertrain responds to the ACC torque request with ACC torque demand accuracy, and controls acceleration of the vehicle.

2) Receiving an ACC torque request value signal as a valid value;

3) The powertrain torque request available signal is "available";

4) The ACC torque request activation signal is "active".

Further, in some embodiments, the current vehicle is a hybrid vehicle or a pure electric vehicle, and the preset acceleration condition is: no higher priority torque request is received by the body stability system ESP; the ACC request torque value accords with a preset effective condition; the vehicle PCU/VCU torque request state is a preset available state; the ACC torque request activation state is a preset activation state; the current vehicle is in an ACC working mode; the driver override mode request signal is a non-driver override state.

Specifically, when the following conditions are satisfied simultaneously with the hybrid vehicle or the pure electric vehicle, the powertrain responds to the ACC torque request with the ACC torque demand accuracy, and controls acceleration of the vehicle.

2) Receiving an ACC torque request value signal as a valid value;

3) The powertrain torque request available signal is "available";

4) The ACC torque request activation signal is "active";

5) The cruising system state is a working state;

6) The driver override mode request signal determined by the powertrain is a "non-driver override state".

It should be noted that, in some embodiments, since the hybrid vehicle and the pure electric vehicle have braking energy recovered, the present application may also control the hybrid vehicle or the pure electric vehicle power system and the braking system to perform deceleration control on the current vehicle according to the following logic: when the ACC requests the whole vehicle to decelerate, the fuel vehicle ACC can send a braking and pressure maintaining request signal to request the braking system to automatically control the deceleration, and the braking system automatically controls the vehicle to decelerate after receiving the signal. The ACC no longer transmits negative torque to the powertrain to perform anti-tug deceleration, but only transmits a target acceleration signal, a target acceleration valid signal, a request stop signal, etc. to the brake system ESP, from which hydraulic braking force and electric braking force are distributed. In the deceleration process, smoothness of deceleration needs to be ensured.

Further, in some embodiments, the current vehicle is a fuel vehicle, and after calculating the ACC request torque value according to the current grade value, the body weight, and the current acceleration, further comprising: judging whether the ACC torque request activation state of the current vehicle is a preset unactivated state or not; and if the ACC torque request activation state is a preset non-activation state, controlling the vehicle power system to control the current vehicle according to a torque control strategy preset by non-intelligent driving.

It may be understood that in the embodiment of the present application, after calculating the ACC request torque value, the ACC torque request activation state of the current vehicle may also be determined, and if the ACC torque request activation state of the current vehicle is a preset inactive state, that is, the ACC torque request activation signal is "inactive", the embodiment of the present application may control the vehicle power system to perform corresponding control on the current vehicle based on a torque control policy preset by non-intelligent driving.

In addition, in some embodiments, the control method of the vehicle power system further includes: judging whether the current vehicle meets the torque execution condition of a vehicle power system preset by non-intelligent driving; if the current vehicle meets the torque execution condition of the vehicle power system preset by the non-intelligent driving, controlling the vehicle power system to control the current vehicle according to a torque control strategy preset by the non-intelligent driving; when the front vehicle is a hybrid vehicle or a pure electric vehicle, the torque execution conditions of the vehicle power system preset by the non-intelligent driving are as follows: no higher priority torque request is received by the body stability system ESP; the vehicle power system torque request state is a preset available state; the ACC torque request activation state is a preset non-activation state; the current vehicle is not in ACC operation mode.

In some embodiments, the intelligent driving preset acceleration condition, the intelligent driving preset torque control condition, and the preset creep-prohibited torque condition are all higher in priority than the vehicle power system torque execution condition preset by the non-intelligent driving.

That is, the power system preferably executes the above-mentioned intelligent driving preset acceleration condition, intelligent driving preset torque control condition, preset creep torque prohibition condition, and finally, when the hybrid vehicle and the pure electric vehicle need to satisfy the following conditions at the same time, the power system executes the torque according to its own logic:

2) The ACC torque request activation signal "not activated";

3) When the cruise system state is not in the ACC operation state.

During deceleration of the hybrid vehicle or the electric vehicle ACC, the electric braking force should be preferentially executed when the ESP distributes the electric braking force to the PCU/VCU.

Further, in some embodiments, the control method of the vehicle power system further includes: detecting the speed reduction signal state of an ACC working mode and an automatic emergency braking system AEB; if the ACC working mode is a preset activation mode, a preset brake continuation mode, a preset overrun mode or a preset activation waiting mode, or the deceleration signal of the AEB is in a preset activation state, the vehicle power system is controlled not to execute the energy recovery action, and the vehicle power system is controlled not to execute the acceleration request of the driver.

Specifically, as shown in fig. 2, fig. 2 is a schematic diagram of the ACC/AEB versus PCU/VCU energy recovery requirements of an embodiment of the present application, including:

(1) When the state of the cruise system of the hybrid vehicle or the pure electric vehicle is the working state, the PCU/VCU does not execute the self-sliding energy recovery because the sliding energy recovery of the PCU/VCU is uncontrollable, so as to ensure the ACC deceleration effect.

(2) During the AEB deceleration process, the EPBi is not distributed with braking energy recovery, so that the response time of the AEB is ensured; meanwhile, since the coasting energy recovery of the PCU/VCU is uncontrollable, when the PCU/VCU receives the AEB deceleration request signal as 'active', the coasting energy recovery is not executed, so that the response time of the AEB is ensured.

Therefore, when the deceleration signal of the AEB is in a preset activation state, the driver steps on the accelerator pedal, and power systems such as EMS/PCU/VCU and the like do not respond to the acceleration request of the driver so as to ensure the braking effect of the AEB.

In order to enable those skilled in the art to further understand the control method of the vehicle power system according to the embodiment of the present application, the following detailed description will be given with reference to fig. 3 and 4.

As shown in fig. 3, fig. 3 is a flow chart of a control method of a vehicle power system according to an embodiment of the present application, the method includes the steps of:

S301, based on the vehicle power type, the control requirement of the intelligent driving on the target vehicle is clear.

The intelligent driving demand for controlling the target vehicle is one of the following:

(1) The vehicle power system is an engine, and is a traditional fuel vehicle, and the requirement is the system requirement of intelligent driving on EMS.

(2) The vehicle power system is a motor+engine, and is a hybrid vehicle, and the requirement is the system requirement of intelligent driving on the PCU.

(3) The vehicle power system is a motor, and is a pure electric vehicle, and the requirement is the system requirement of intelligent driving on VCU.

S302, based on an intelligent driving mode of the vehicle, the requirement of longitudinal control is determined.

The intelligent driving mode of the vehicle comprises a driving mode and a parking mode, and the longitudinal control method in the driving mode is mainly described.

S303, determining a control method for the target based on the intelligent driving mode working state machine where the target vehicle is located and the working condition where the vehicle is located.

The intelligent driving mode working state machine mainly refers to an ACC working mode and an automatic emergency braking working state. The ACC working modes comprise 4 working modes of a preset activation mode, a preset brake continuation mode, a preset overrun mode and a preset activation waiting mode, and the automatic emergency brake working state refers to that AEB is in an activated state.

Further, the special working conditions of the vehicle mainly include:

(1) When the ACC working mode is in the active mode, the vehicle is in the following working conditions:

1) ACC stationary active mode (not pedal);

2) In 3s (calibratable) of the following stop, if the vehicle has insufficient pressure building, the vehicle slides on a slope;

3) Within 3s (calibratable) of the following stop, if the vehicle is stopped normally, no slide slope exists;

4) During the speed reduction of ACC following the car;

5) Other cases.

(2) When the "ACC operation mode" is in the overrun mode (i.e., the driver actively controls the accelerator pedal), the vehicle is in the following conditions:

1) Under the deceleration braking working condition, the driver overruns, and in the ESP pressure release process;

2) Under the deceleration braking condition, the driver overruns, and after ESP pressure release is completed;

3) Other cases.

Further, as shown in fig. 4, fig. 4 is a schematic structural diagram of a control system of a vehicle power system according to an embodiment of the present application.

Specifically, the control system 10 of the vehicle power system includes: an environment awareness module 100, a longitudinal control module 200, and an execution module 300.

The environment sensing module 100 is configured to acquire environment information of a road where the vehicle is located in real time, determine a target controlled by the system, and mainly detect information of the target vehicle in front by a sensor such as a radar or a camera, and provide information such as a lateral distance, a longitudinal distance, a type, a recognition condition, a target ID, a target direction, and the like of the target.

The sensor scheme adopted by the invention is not limited to the following scheme, and the sensor scheme capable of identifying the target can be adopted, wherein the radar is not limited to the millimeter wave radar.

For example, in the embodiment of the present application, the environment sensing module 100 detects information such as a front, side or rear target vehicle, an obstacle, etc. by a sensor such as a radar or a camera, and provides information such as a lateral distance, a longitudinal distance, a type, a recognition condition, a target ID, a target direction, etc. of the target vehicle, and attributes such as a recognition condition of a lane line, a lateral distance from a center of the vehicle to the lane line, a curvature of the lane line, etc.

The millimeter wave radar/laser radar is used for detecting road and vehicle information in front of a vehicle, collecting the vehicle and a front target vehicle, and providing information such as the transverse distance, the longitudinal distance, the type, the recognition condition, the target ID, the target direction and the like of a target; the forward-looking intelligent camera is used for detecting information such as the recognition condition, the transverse and longitudinal distance, the type and the type of a front lane line, and the like, and is fused with millimeter wave radar data, so that the recognition accuracy of the front target vehicle is improved.

The longitudinal control module 200 is configured to logically determine the data provided by the environmental awareness module 100 based on the longitudinal system function, and send a control instruction to the execution module 300.

Specifically, as shown in fig. 5 and 6, fig. 5 is a schematic diagram of interaction logic of an ADAS longitudinal system and a power system EMS according to an embodiment of the present application, and fig. 6 is a schematic diagram of interaction logic of an ADAS longitudinal system and a power system PCU/VCU according to an embodiment of the present application. The sending logic of the longitudinal control module 200 for different working conditions includes: torque interaction logic of the cruise system with the EMS/PCU/VCU.

The ACC request torque value is calculated and output according to conditions such as gradient, vehicle weight and acceleration; the ACC request torque interacting with the PCU/VCU is the wheel end torque at the wheel end in Nm and the ACC request torque interacting with the EMS is the wheel end torque at the wheel end in percent. The cruise system operation state, that is, "ACC operation mode", is in 4 operation modes, that is, a preset activation mode, a preset brake continuation mode, a preset overrun mode, and a preset activation waiting mode, as shown in table 1.

TABLE 1

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The EMS/PCU/VCU can judge whether a self torque request available signal is available according to the states of power source components such as a battery, a motor and the like.

Fuel vehicle:

(1) The EMS can respond to the torque request of the ACC according to the torque demand precision of the ACC when the following conditions are met, and the acceleration of the vehicle is controlled:

2) Receiving an ACC torque request value signal as a valid value;

3) The powertrain torque request available signal is "available";

4) The ACC torque request activation signal is "active";

(2) When the ACC torque request activation signal is "inactive", the EMS executes torque in its own logic.

(3) When the EMS torque request available signal is "unavailable", the ACC receives this signal to alarm.

Hybrid and electric vehicles:

(1) The PCU/VCU can respond to the torque request of the ACC according to the torque request precision of the ACC to control the acceleration of the vehicle when the following conditions are met simultaneously:

2) Receiving an ACC torque request value signal as a valid value;

3) The PCU/VCU torque request available signal is "available";

4) The ACC torque request activation signal is "active";

5) The cruising system state is a working state;

Further, in order to avoid the torque fluctuation and untimely response of the PCU/VCU caused by the small torque emitted by the ACC, the PCU/VCU does not respond to the ACC torque request when the torque value of the ACC torque request value converted to the power source end rises to 3Nm (calibratable) or falls back to less than 0.2Nm (calibratable).

(2) The PCU/VCU may execute the ACC issued torque request to the vehicle (at which time the ACC is torqued 0) when the following conditions are simultaneously satisfied:

2) Receiving an ACC torque request value of 0 torque;

3) The PCU/VCU torque request available signal is "available";

4) The ACC torque request activation signal "not activated";

5) The cruising system state is a working state;

(3) Creep torque demand of ACC on PCU/VCU and other torque demands to drive vehicle creep:

when the cruise system is in a working state, the PCU/VCU does not execute self creep torque and other torques for driving the vehicle to creep, and the comfort of the vehicle is ensured and obvious shaking, abrupt and the like are avoided in the matching process of the ACC, the PCU/VCU and the ESP. Because the creep torque of the PCU/VCU is not controllable, the creep torque and other torques for driving the vehicle to creep are required to be forbidden in order to solve the problems of head feeling, shrugging and the like below.

3) In overrun mode, PCU/VCU responds to driver torque without responding to ACC torque request, suggesting a unified strategy: creep torque is prohibited in overrun mode.

4) At low speeds of 6km/h (calibratable), the PCU may have clutch torque (creep-like torque) that would result in torque at ACC request torque of 0, the power source still having torque, causing the vehicle to cock.

(4) After the PCU/VCU preferentially executes the conditions (1), (2) and (3), finally, when the following conditions are simultaneously satisfied, the PCU/VCU logically executes the torque according to the own logic.

1) No higher priority torque requests, such as torque requests not received by the body stability system ESP; 2) ACC (ACC)

The torque request activation signal "not activated";

3) When the cruise system state is not in the working state.

During deceleration of the ACC, when the ESP distributes an electric braking force to the PCU/VCU, the electric braking force should be preferentially executed.

(5) When the PCU/VCU torque request available signal is "unavailable", the ACC receives this signal and alarms.

The execution module 300 mainly refers to a driving system such as EMS/PCU/VCU power and a braking system such as ESP, and is used for receiving an instruction of the control module 200 to accelerate or decelerate the vehicle.

Specifically, when the ACC requests the acceleration of the whole vehicle, the power system receives the instruction of the ADAS control module and drives the vehicle to accelerate; when the ACC requests the whole vehicle to decelerate, the fuel vehicle ACC can send a 'braking and pressure maintaining request' signal to request the braking system to automatically control the deceleration, and the braking system automatically controls the vehicle to decelerate after receiving the signal. The hybrid electric vehicle and the pure electric vehicle ACC do not send negative torque to the power system to perform anti-towing deceleration, but send a target acceleration signal, a target acceleration effective signal, a request stop signal and the like to the brake system ESP, and the brake system ESP distributes hydraulic braking force and electric braking force, so that smoothness of deceleration needs to be ensured in the deceleration process.

According to the control method of the vehicle power system, when the adaptive cruise ACC working mode of the current vehicle is identified to be the preset activation mode, the preset brake continuation mode, the preset overrun mode or the preset activation waiting mode, the ACC request torque value is calculated according to the gradient value, the vehicle body weight and the acceleration of the vehicle, and the vehicle power system is controlled to conduct acceleration control on the current vehicle according to the ACC request torque value when the target vehicle state meets the intelligent driving preset condition. Therefore, the longitudinal system is optimally controlled according to the working mode of the ACC, the working condition of the vehicle, the energy recovery, the creep torque, the driver operation and other influencing factors existing in the whole vehicle associated system. This patent has optimized from these several aspects, has solved some first feelings, swift current slope, shrugs, shake, ACC slow down effectual, AEB response time untimely scheduling problem to satisfy more user demands, promote user experience.

Next, a control device of a vehicle power system according to an embodiment of the present application will be described with reference to the accompanying drawings.

Fig. 7 is a block schematic diagram of a control device of a vehicle powertrain according to an embodiment of the present application.

As shown in fig. 7, the control device 20 of the vehicle power system includes: the system comprises an acquisition module 400, an identification module 500 and a control module 600.

The acquisition module 400 is used for acquiring the current gradient value, the weight of the vehicle body, the current acceleration and the state information of the front target vehicle of the current vehicle;

the identifying module 500 is configured to identify an adaptive cruise ACC operation mode of a current vehicle, and calculate an ACC request torque value according to a current grade value, a vehicle body weight, and a current acceleration when the ACC operation mode is a preset activation mode, a preset brake duration mode, a preset override mode, or a preset activation waiting mode; and

the control module 600 is configured to determine, based on state information of the front target vehicle, whether the current vehicle meets an intelligent driving preset acceleration condition, and when the current vehicle meets the intelligent driving preset acceleration condition, control the vehicle power system to perform acceleration control on the current vehicle according to the ACC request torque value.

Further, in some embodiments, where the current vehicle is a hybrid or electric vehicle, after calculating the ACC request torque value from the current grade value, the body weight, and the current acceleration, the identification module 500 is further configured to:

Judging whether the current vehicle meets the intelligent driving preset torque control condition or not;

if the current vehicle meets the intelligent driving preset torque control condition, controlling a vehicle power system to control the torque of the current vehicle according to the ACC request torque value;

wherein, the intelligent driving preset torque control condition is:

no higher priority torque request is received by the body stability system ESP;

the ACC request torque value is 0;

the ACC torque request activation state is a preset non-activation state;

the current vehicle is in an ACC working mode;

the driver override mode request signal is a non-driver override state.

judging whether the current vehicle meets the preset creep torque forbidden condition or not;

The condition of forbidding execution of creep torque is that the ACC working mode is in a preset activation mode, a preset brake continuation mode, a preset overrun mode or a preset activation waiting mode.

Further, in some embodiments, the identification module 500 is further configured to:

judging whether the current vehicle meets the torque execution condition of a vehicle power system preset by non-intelligent driving;

the current vehicle is a hybrid vehicle or a pure electric vehicle, and the torque execution conditions of a vehicle power system preset by non-intelligent driving are as follows:

no higher priority torque request is received by the body stability system ESP;

the ACC torque request activation state is a preset non-activation state;

the current vehicle is not in ACC operation mode.

Further, in some embodiments, the intelligent drive preset acceleration conditions, the intelligent drive preset torque control conditions, the preset creep-prohibited torque conditions are all higher in priority than the non-intelligent drive preset vehicle powertrain torque execution conditions.

Further, in some embodiments, where the current vehicle is a fuel vehicle, after calculating the ACC request torque value based on the current grade value, the body weight, and the current acceleration, the identification module 500 is further configured to:

judging whether the ACC torque request activation state of the current vehicle is a preset unactivated state or not;

and if the ACC torque request activation state is a preset non-activation state, controlling the vehicle power system to control the current vehicle according to a torque control strategy preset by non-intelligent driving.

detecting the speed reduction signal state of an ACC working mode and an automatic emergency braking system AEB;

if the ACC working mode is a preset activation mode, a preset brake continuation mode, a preset overrun mode or a preset activation waiting mode, or the deceleration signal of the AEB is in a preset activation state, the vehicle power system is controlled not to execute the energy recovery action, and the vehicle power system is controlled not to execute the acceleration request of the driver.

Further, in some embodiments, the current vehicle is a fuel vehicle, and the preset acceleration condition is:

no higher priority torque request is received by the body stability system ESP;

The ACC request torque value accords with a preset effective condition;

the vehicle EMS torque request state is a preset available state;

the ACC torque request active state is a preset active state.

Further, in some embodiments, the current vehicle is a hybrid vehicle or a pure electric vehicle, and the preset acceleration condition is:

no higher priority torque request is received by the body stability system ESP;

the ACC request torque value accords with a preset effective condition;

the vehicle PCU/VCU torque request state is a preset available state;

the ACC torque request activation state is a preset activation state;

the current vehicle is in an ACC working mode;

the driver override mode request signal is a non-driver override state.

It should be noted that the foregoing explanation of the embodiment of the control method of the vehicle power system is also applicable to the control device of the vehicle power system of this embodiment, and will not be repeated here.

According to the control device of the vehicle power system, when the adaptive cruise ACC working mode of the current vehicle is identified to be the preset activation mode, the preset brake continuation mode, the preset overrun mode or the preset activation waiting mode, the ACC request torque value is calculated according to the gradient value, the vehicle body weight and the acceleration of the vehicle, and the vehicle power system is controlled to conduct acceleration control on the current vehicle according to the ACC request torque value when the target vehicle state meets the intelligent driving preset condition. Therefore, the longitudinal system is optimally controlled according to the working mode of the ACC, the working condition of the vehicle, the energy recovery, the creep torque, the driver operation and other influencing factors existing in the whole vehicle associated system. This patent has optimized from these several aspects, has solved some first feelings, swift current slope, shrugs, shake, ACC slow down effectual, AEB response time untimely scheduling problem to satisfy more user demands, promote user experience.

Fig. 8 is a schematic structural diagram of a vehicle according to an embodiment of the present application. The vehicle may include:

a memory 801, a processor 802, and a computer program stored on the memory 801 and executable on the processor 802.

The processor 802 implements the control method of the vehicle power system provided in the above-described embodiment when executing a program.

Further, the vehicle further includes:

a communication interface 803 for communication between the memory 801 and the processor 802.

A memory 801 for storing a computer program executable on the processor 802.

The memory 801 may include high-speed RAM (Random Access Memory ) memory, and may also include non-volatile memory, such as at least one disk memory.

If the memory 801, the processor 802, and the communication interface 803 are implemented independently, the communication interface 803, the memory 801, and the processor 802 may be connected to each other through a bus and perform communication with each other. The bus may be an ISA (Industry Standard Architecture ) bus, a PCI (Peripheral Component, external device interconnect) bus, or EISA (Extended Industry Standard Architecture ) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, only one thick line is shown in fig. 8, but not only one bus or one type of bus.

Alternatively, in a specific implementation, if the memory 801, the processor 802, and the communication interface 803 are integrated on a chip, the memory 801, the processor 802, and the communication interface 803 may communicate with each other through internal interfaces.

The processor 802 may be a CPU (Central Processing Unit ) or ASIC (Application Specific Integrated Circuit, application specific integrated circuit) or one or more integrated circuits configured to implement embodiments of the present application.

The embodiment of the present application also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the control method of a vehicle power system as above.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "N" is at least two, such as two, three, etc., unless explicitly defined otherwise.

Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order from that shown or discussed, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present application.

It is to be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As with the other embodiments, if implemented in hardware, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable gate arrays, field programmable gate arrays, and the like.

Those of ordinary skill in the art will appreciate that all or part of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, and the program may be stored in a computer readable storage medium, where the program when executed includes one or a combination of the steps of the method embodiments.

Although embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives, and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the application.

Claims

1. A control method of a vehicle power system, characterized by comprising the steps of:

Based on state information of a front target vehicle, judging whether the current vehicle meets an intelligent driving preset acceleration condition, and controlling a vehicle power system to accelerate and control the current vehicle according to the ACC request torque value when the current vehicle meets the intelligent driving preset acceleration condition.

2. The method according to claim 1, characterized in that the current vehicle is a hybrid vehicle or a pure electric vehicle, and after calculating the ACC request torque value from the current grade value, the body weight and the current acceleration, further comprising:

no higher priority torque request is received by the body stability system ESP;

the ACC request torque value is 0;

The ACC torque request activation state is a preset non-activation state;

the current vehicle is in the ACC working mode;

the driver override mode request signal is a non-driver override state.

3. The method according to claim 2, characterized in that the current vehicle is a hybrid vehicle or a pure electric vehicle, and after calculating the ACC request torque value from the current grade value, the body weight, and the current acceleration, further comprising:

4. A method according to claim 3, further comprising:

no higher priority torque request is received by the body stability system ESP;

the ACC torque request activation state is a preset non-activation state;

the current vehicle is not in the ACC operation mode.

5. The method of claim 4, wherein the intelligent drive preset acceleration condition, the intelligent drive preset torque control condition, the preset inhibit creep torque condition are each higher in priority than the non-intelligent drive preset vehicle powertrain torque execution condition.

6. The method of claim 1, wherein the current vehicle is a fuel vehicle, and further comprising, after calculating the ACC request torque value from the current grade value, the body weight, and the current acceleration:

7. The method as recited in claim 1, further comprising:

8. The method of claim 1, wherein the current vehicle is a fuel-fired vehicle and the preset acceleration condition is:

no higher priority torque request is received by the body stability system ESP;

the ACC request torque value accords with a preset effective condition;

the vehicle EMS torque request state is a preset available state;

the ACC torque request activation state is a preset activation state.

9. The method of claim 1, wherein the current vehicle is a hybrid vehicle or a pure electric vehicle, and the preset acceleration condition is:

no higher priority torque request is received by the body stability system ESP;

The ACC request torque value accords with a preset effective condition;

the vehicle PCU/VCU torque request state is a preset available state;

the ACC torque request activation state is a preset activation state;

the current vehicle is in the ACC working mode;

the driver override mode request signal is a non-driver override state.

10. A control device of a vehicle power system, characterized by comprising:

11. The apparatus of claim 10, wherein the current vehicle is a hybrid vehicle or a pure electric vehicle, and wherein the identification module is further configured to, after calculating the ACC request torque value from the current grade value, the body weight, and the current acceleration:

no higher priority torque request is received by the body stability system ESP;

the ACC request torque value is 0;

the ACC torque request activation state is a preset non-activation state;

the current vehicle is in the ACC working mode;

the driver override mode request signal is a non-driver override state.

12. The apparatus of claim 11, wherein the current vehicle is a hybrid vehicle or a pure electric vehicle, and wherein the identification module is further configured to, after calculating the ACC request torque value from the current grade value, the body weight, and the current acceleration:

13. The apparatus of claim 12, wherein the identification module is further configured to:

no higher priority torque request is received by the body stability system ESP;

The ACC torque request activation state is a preset non-activation state;

the current vehicle is not in the ACC operation mode.

14. The apparatus of claim 13, wherein the intelligent drive preset acceleration condition, the intelligent drive preset torque control condition, the preset inhibit creep torque condition are each higher in priority than the non-intelligent drive preset vehicle powertrain torque execution condition.

15. The apparatus of claim 10, wherein the current vehicle is a fuel vehicle, and wherein the identification module is further configured to, after calculating the ACC request torque value based on the current grade value, the body weight, and the current acceleration:

16. The apparatus of claim 10, wherein the identification module is further configured to:

17. The apparatus of claim 10, wherein the current vehicle is a fuel-fired vehicle, and the preset acceleration condition is:

no higher priority torque request is received by the body stability system ESP;

the ACC request torque value accords with a preset effective condition;

the vehicle EMS torque request state is a preset available state;

the ACC torque request activation state is a preset activation state.

18. The apparatus of claim 10, wherein the current vehicle is a hybrid vehicle or a pure electric vehicle, and the preset acceleration condition is:

no higher priority torque request is received by the body stability system ESP;

the ACC request torque value accords with a preset effective condition;

the vehicle PCU/VCU torque request state is a preset available state;

The ACC torque request activation state is a preset activation state;

the current vehicle is in the ACC working mode;

the driver override mode request signal is a non-driver override state.

19. A vehicle, characterized by comprising: a memory, a processor and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the method of controlling a vehicle powertrain as claimed in any one of claims 1 to 9.

20. A computer-readable storage medium, on which a computer program is stored, characterized in that the program is executed by a processor for realizing the control method of a vehicle power system according to any one of claims 1-9.