CN117944658A

CN117944658A - Vehicle control method and device, storage medium and vehicle

Info

Publication number: CN117944658A
Application number: CN202311866301.8A
Authority: CN
Inventors: 李荣伟; 黄旭
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2023-12-29
Filing date: 2023-12-29
Publication date: 2024-04-30

Abstract

The embodiment of the application provides a vehicle control method, a device, a storage medium and a vehicle, which belong to the technical field of vehicle control; and further, under the condition that unexpected deceleration of the vehicle is determined, controlling the vehicle to enter a preset safety state, and under the safety state, prohibiting the power system from outputting negative torque. According to the embodiment of the application, the actual output torque value and the torque request value of the whole vehicle are monitored, so that the unexpected deceleration can be accurately identified, and the power system is prohibited from outputting the negative torque after the unexpected deceleration of the vehicle, so that the damage caused by the unexpected deceleration can be avoided, the accelerating torque of the vehicle can be ensured to be available, and the usability and the safety of the vehicle are further effectively improved.

Description

Vehicle control method and device, storage medium and vehicle

Technical Field

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

Background

With the continuous development of new energy vehicles and the continuous growth of demands of people for vehicle comfort, drivability and safety, the electronic and electrical systems of new energy vehicles are more and more complex, and accordingly risks caused by faults of the electronic and electrical systems are also higher and higher. Therefore, for failure of the electronic and electric system, the vehicle needs to be configured with a corresponding functional safety strategy, which aims at avoiding unacceptable risks caused by functional failure of the system, and aims at bringing the system into a safe and controllable state after the system fails, so as to avoid damage to personnel and property.

In the related art, if it is detected that a system functional failure of a vehicle occurs to cause an unexpected deceleration phenomenon of the vehicle, it is common to bring the vehicle into a safe state without torque output. However, although the functional safety strategy can avoid the vehicle from being out of control to a certain extent, the vehicle still has a great potential safety hazard because the vehicle is in a torque-free state.

Disclosure of Invention

The application provides a vehicle control method, a device, a storage medium and a vehicle, which are used for solving the problem that the safety response of the existing vehicle after unexpected deceleration phenomenon has a large potential safety hazard.

In order to solve the problems, the application adopts the following technical scheme:

in a first aspect, an embodiment of the present application provides a vehicle control method, including:

under the condition that the power system is detected to be in a braking working condition, determining the actual output torque value of the whole vehicle of the power system; wherein the power system comprises a motor;

Determining whether unexpected deceleration of the vehicle occurs based on the vehicle actual output torque value and the vehicle torque request value for the powertrain;

Controlling the vehicle to enter a preset safety state under the condition that unexpected deceleration of the vehicle is determined; in the safe state, the power system is prohibited from outputting negative torque.

In an embodiment of the present application, the method further includes:

and under the condition that the whole vehicle torque request value is the negative torque, determining that the power system is in the braking working condition.

In one embodiment of the application, the power system further comprises an engine; the step of determining the actual output torque value of the whole vehicle of the power system comprises the following steps:

acquiring engine torque output by the engine, motor torque output by the motor and current gear information;

And determining the actual output torque value of the whole vehicle based on the engine torque, the motor torque and the current gear information.

In an embodiment of the present application, the step of determining whether unexpected deceleration of the vehicle occurs based on the vehicle actual output torque value and the vehicle torque request value for the power system includes:

Determining a torque difference value based on the vehicle actual output torque value and the vehicle torque request value;

Based on the torque difference and a current vehicle load, it is determined whether an unexpected deceleration of the vehicle has occurred.

In one embodiment of the application, the step of determining whether an unexpected deceleration of the vehicle occurs based on the torque difference and a current vehicle load comprises:

Determining a deceleration error based on the torque difference and the current vehicle load;

in the event that the deceleration error is less than a preset deceleration threshold, it is determined that an unexpected deceleration of the vehicle has occurred.

In an embodiment of the present application, the step of controlling the vehicle to enter a preset safety state includes:

Based on a preset torque change gradient, controlling the whole vehicle torque request value of the power system to gradually increase to zero; the torque change gradient represents a torque change value in unit time;

And under the condition that the whole vehicle torque request value is determined to be increased to zero, prohibiting the power system from outputting negative torque.

In an embodiment of the present application, the method further includes:

Determining a target brake torque request value of a brake system based on the whole vehicle torque request value and a current brake torque request value;

and in the process of controlling the whole vehicle torque request value of the power system to gradually increase to zero, synchronously controlling the current braking torque request value of the braking system to gradually increase to the target braking torque request value based on the torque change gradient.

In a second aspect, based on the same inventive concept, an embodiment of the present application provides a vehicle control apparatus including:

the torque determining module is used for determining the actual output torque value of the whole vehicle of the power system under the condition that the power system is detected to be in a braking working condition; wherein the power system comprises a motor;

The abnormality determining module is used for determining whether unexpected deceleration of the vehicle occurs or not based on the actual output torque value of the whole vehicle and the torque request value of the whole vehicle aiming at the power system;

the state control module is used for controlling the vehicle to enter a preset safety state under the condition that unexpected deceleration of the vehicle is determined; in the safe state, the power system is prohibited from outputting negative torque.

In an embodiment of the present application, the vehicle control apparatus further includes:

And the braking abnormality determining module is used for determining that the power system is in the braking working condition under the condition that the whole vehicle torque request value is the negative torque.

In one embodiment of the application, the power system further comprises an engine; the torque determination module includes:

The information acquisition sub-module is used for acquiring the engine torque output by the engine, the motor torque output by the motor and the current gear information;

and the actual output torque determining sub-module is used for determining the actual output torque value of the whole vehicle based on the engine torque, the motor torque and the current gear information.

In one embodiment of the present application, the anomaly determination module includes:

The torque difference value determining submodule is used for determining a torque difference value based on the actual output torque value of the whole vehicle and the torque request value of the whole vehicle;

an unintended deceleration determination sub-module determines whether an unintended deceleration of the vehicle occurs based on the torque difference and a current vehicle load.

In one embodiment of the present application, the unexpected deceleration determination submodule includes:

a deceleration error determination unit configured to determine a deceleration error based on the torque difference and the current vehicle load;

An unexpected deceleration determination unit configured to determine that unexpected deceleration of the vehicle occurs in a case where the deceleration error is smaller than a deceleration threshold.

In one embodiment of the present application, the state control module includes:

The torque adjusting sub-module is used for controlling the whole vehicle torque request value of the power system to be gradually increased to zero based on a preset torque change gradient; the torque change gradient represents a torque change value in unit time;

and the prohibiting submodule is used for prohibiting the power system from outputting negative torque under the condition that the whole vehicle torque request value is determined to be increased to zero.

The brake torque determining module is used for determining a target brake torque request value of a brake system based on the whole vehicle torque request value and the current brake torque request value;

And the braking torque adjusting module is used for synchronously controlling the current braking torque request value of the braking system to be gradually increased to the target braking torque request value based on the torque change gradient in the process of controlling the whole vehicle torque request value of the power system to be gradually increased to zero.

In a third aspect, based on the same inventive concept, an embodiment of the present application provides a storage medium having stored therein machine executable instructions that when executed by a processor implement the vehicle control method set forth in the first aspect of the present application.

In a fourth aspect, based on the same inventive concept, an embodiment of the present application provides a vehicle, including a processor and a memory, the memory storing machine executable instructions executable by the processor, the processor being configured to execute the machine executable instructions to implement the vehicle control method set forth in the first aspect of the present application.

Compared with the prior art, the application has the following advantages:

According to the vehicle control method provided by the embodiment of the application, the actual output torque value of the whole vehicle of the power system is determined under the condition that the power system is detected to be in the braking working condition, and whether unexpected deceleration occurs to the vehicle can be determined based on the actual output torque value of the whole vehicle and the torque request value of the whole vehicle of the power system; and further, under the condition that unexpected deceleration of the vehicle is determined, controlling the vehicle to enter a preset safety state, and under the safety state, prohibiting the power system from outputting negative torque. According to the embodiment of the application, the actual output torque value and the torque request value of the whole vehicle are monitored under the condition that the power system is in the braking working condition, so that the unexpected deceleration can be accurately identified, and the power system is forbidden to output the negative torque after the unexpected deceleration of the vehicle, so that the damage caused by the unexpected deceleration can be avoided, the accelerating torque of the vehicle can be ensured to be available, and the usability and the safety of the vehicle are further effectively improved.

Drawings

In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a flow chart of steps of a method for controlling a vehicle in an embodiment of the application.

Fig. 2 is a schematic functional block diagram of a vehicle control apparatus according to an embodiment of the present application.

Fig. 3 is a schematic view of a vehicle according to an embodiment of the present application.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

It should be noted that, for new energy vehicles, whether pure electric vehicles or hybrid vehicles, the electric motor is an important component thereof, and is a key for realizing the mutual conversion of electric energy and mechanical energy, so that the reliability and safety of the operation are particularly important.

In order to increase the driving range of a new energy vehicle, a braking energy recovery function is generally configured for a motor. The braking energy recovery function is to convert the kinetic energy of the vehicle during braking into electric energy through a motor and store the electric energy in an energy storage unit of the vehicle. In the energy recovery process, the motor outputs negative torque to partially replace or completely replace hydraulic braking in a motor braking mode so as to realize deceleration braking of the vehicle.

In the current functional safety strategy, if it is monitored that the unexpected deceleration phenomenon occurs in the vehicle due to the system functional failure of the vehicle, the vehicle is usually brought into a safe state without torque output, so as to avoid unexpected deceleration of the front vehicle and damage to human and property caused by rear-end collision accident due to the fact that the rear vehicle is braked in time when two vehicles run on the same lane and have similar speeds.

However, as long as the unexpected deceleration is monitored, the functional safety strategy can control the whole vehicle to enter a torque-free state, so that a great potential safety hazard still exists for the vehicle, for example, if the functional safety strategy is triggered when the vehicle runs on a highway or an area with high traffic flow, the vehicle can run to a safety area without torque, and the running safety is further influenced.

Aiming at the problem that the safety response of the existing vehicle after the unexpected deceleration phenomenon has a large potential safety hazard, the application aims to provide a vehicle control method, which optimizes the safety response of the vehicle after the unexpected deceleration phenomenon, monitors the actual output torque value of the whole vehicle and the torque request value of the whole vehicle under the condition that a power system is in a braking working condition, can accurately identify unexpected deceleration, and prohibits the power system from outputting negative torque after the unexpected deceleration of the vehicle, thereby not only avoiding the harm caused by the unexpected deceleration, but also ensuring the availability of acceleration torque of the vehicle, and further effectively improving the usability and safety of the vehicle.

Referring to fig. 1, a vehicle control method of the present application is shown, which may include the steps of:

s101: and under the condition that the power system is detected to be in a braking working condition, determining the actual output torque value of the whole vehicle of the power system.

It should be noted that the present embodiment is applied to a vehicle, which may be a pure electric vehicle (ELECTRIC VEHICLE, abbreviated as EV), a Hybrid ELECTRIC VEHICLE, abbreviated as HEV, or a Plug-in Hybrid vehicle (Plug-in Hybrid electricvehicle, abbreviated as PHEV).

It should be further noted that, the execution body of the present embodiment is a computing service device having functions of data processing, network communication, and program running in a vehicle, or an electronic device having the above functions, such as a driving computer, a vehicle-mounted computer, etc., for example, an ECU (Electronic Control Unit ), a vehicle controller, etc. When the vehicle is EV, the whole vehicle controller can be VCU (Vehicle Control Unit, whole vehicle controller); when the vehicle is an HEV or a PHEV, the vehicle control unit may be an HCU (Hybrid Control Unit, hybrid vehicle control unit) or the like. In the present embodiment, the HCU is used as the execution body, and the type of the vehicle and the execution body is not particularly limited in the present embodiment.

In this embodiment, the HCU will monitor the operating conditions of the powertrain to determine if the powertrain is in a braking condition. The power system at least comprises an electric motor, and can be a pure electric power system driven by the electric motor only or a hybrid electric power system driven by the electric motor and the engine together. Due to the existence of the motor, the whole power system can output positive torque to drive the vehicle to run; negative torque may also be output to brake the vehicle.

In this embodiment, the HCU calculates the whole vehicle torque request value required to be output by the whole power system in real time based on the driver operation information and/or the driving state information of the vehicle during driving of the vehicle, and transmits the whole vehicle torque request value to the power system, so that the power system outputs torque based on the whole vehicle torque request value.

In a specific implementation, the HCU may determine that the vehicle is in a driving condition when the vehicle torque request value is a positive torque, and determine that the powertrain is in a braking condition when the vehicle torque request value is a negative torque.

In the present embodiment, by identifying the whole vehicle torque request value, it is possible to quickly identify whether the power system is in the braking condition without performing additional calculation.

When the vehicle is EV, the whole vehicle torque request value is calculated for the motor. When the vehicle is an HEV or PHEV, the whole vehicle torque request value is calculated for the motor and the engine, and at the moment, if the whole vehicle torque request value is a negative torque and the engine does not output torque, the motor directly outputs the negative torque according to the whole vehicle torque request value, so that electric braking is realized through an energy recovery mode. If the vehicle torque request value is a negative torque and the engine outputs a positive torque, the electric machine will output a negative torque, i.e., the negative torque is the difference between the vehicle torque request value and the target positive torque, i.e., the vehicle torque request value is the sum of the electric machine torque request value requested from the electric machine and the engine torque request value requested from the engine. For example, when the engine torque request value is 200 N.m and the motor torque request value is-700 N.m, the whole vehicle torque request value is-500 N.m, so that the engine can perform a higher-intensity energy recovery operation by outputting the positive torque auxiliary motor to charge the power battery when the electric power is low, and at the moment, the whole vehicle is braked with negative torque of-500 N.m.

In this embodiment, after detecting that the power system is in the braking condition, the HCU calculates the actual output torque value of the whole vehicle of the power system based on the sensor information acquired by the sensor, so as to determine whether the power system outputs torque according to the expected torque request value of the whole vehicle.

S102: based on the vehicle actual output torque value and the vehicle torque request value for the powertrain, it is determined whether an unexpected deceleration of the vehicle occurs.

In the present embodiment, by comparing the vehicle actual output torque value with the vehicle torque request value, it is possible to effectively determine whether unexpected deceleration of the vehicle occurs.

In a specific implementation, a torque error threshold may be set that characterizes a maximum torque error that the powertrain output torque is allowed to occur. And when the HCU detects that the torque difference between the whole vehicle torque request value and the whole vehicle actual output torque value is larger than the torque error threshold value, the HCU determines that unexpected deceleration of the vehicle occurs.

For example, the torque error threshold may be set to be 50n·m, the torque request value of the whole vehicle sent by the HCU to the power system is-500 n·m, and based on the sensor information collected by the sensor, the actual output torque value of the whole vehicle is calculated to be-600 n·m, and then the torque difference between the torque request value of the whole vehicle and the actual output torque value of the whole vehicle is 100n·m > 50n·m, at this time, the negative torque output by the motor exceeds the torque error threshold, and further it is determined that unexpected deceleration occurs to the vehicle.

S103: and controlling the vehicle to enter a preset safe state under the condition that unexpected deceleration of the vehicle is determined.

In this embodiment, after the vehicle is decelerated unexpectedly, the vehicle will brake at a deceleration greater than the expected deceleration, which is likely to cause an untimely braking of the rear vehicle and a traffic accident, and at this time, the HCU will control the HCU to enter a preset safe state.

In the safe state, the HCU prohibits the motor from performing the braking energy recovery operation, but permits the power system to output the positive torque and permits the brake system to perform braking. That is, the HCU is able to request positive torque from the powertrain to enable the powertrain to drive the vehicle for acceleration in response to an acceleration request triggered by the driver via the accelerator pedal; meanwhile, the HCU can also respond to a brake request triggered by a brake pedal by a driver, and control the brake system to perform a brake operation so that the driver can control the vehicle to brake and stop.

In the embodiment, aiming at the unexpected deceleration phenomenon of the power system when the power system is in a braking working condition, the power system can be forbidden to output negative torque by controlling the vehicle to enter a safe state, so that the vehicle can rapidly exit the unexpected deceleration working condition, and the damage caused by unexpected deceleration is avoided; meanwhile, the fact that the vehicle has available accelerating torque is guaranteed, a driver can control the vehicle to accelerate according to needs, and further the situation that the vehicle stays on a highway or a region with more traffic flow for a long time due to the fact that no torque is available is avoided, and driving safety of a user is affected. Therefore, the problem that the safety response of the existing vehicle after unexpected deceleration phenomenon has a large potential safety hazard can be effectively solved, and the usability and safety of the vehicle are effectively improved.

In a possible embodiment, the power system further comprises an engine, and S101 may specifically comprise the following sub-steps:

s101-1: and acquiring engine torque output by the engine, motor torque output by the motor and current gear information.

In this embodiment, the power system may be configured with both an electric motor and an engine, wherein the engine and the electric motor may be connected to both ends of an input shaft of the transmission, respectively, and the engine may also be connected to the input shaft of the transmission via the electric motor, while an output shaft of the transmission is connected to wheels via a differential. The present embodiment does not impose a specific limitation on the type of architecture of the powertrain,

In a specific implementation, a first torque sensor can be arranged at the crankshaft end of the engine so as to acquire the engine torque actually output by the engine in real time; a second torque sensor can be arranged on the output shaft of the motor so as to acquire the motor torque actually output by the motor in real time; meanwhile, position information of the shifting fork can be acquired through a position sensor arranged on the gearbox, and then current gear information of the gearbox is acquired based on the position information.

S101-2: and determining the actual output torque value of the whole vehicle based on the engine torque, the motor torque and the current gear information.

In this embodiment, after the HCU obtains the engine torque and the motor torque, the HCU will first calculate the sum of the engine torque and the motor torque to obtain the target torque, and then determine the actual output torque value of the whole vehicle based on the target torque and the current gear information. When the target torque is the same, the smaller the gear corresponding to the current gear information is, the larger the gear ratio of the gearbox is, and the larger the actual output torque value of the whole vehicle output by the gearbox is.

If the power system is only configured with a motor, the actual output torque value of the whole vehicle is calculated directly based on the motor torque and the current gear information.

In the embodiment, through real-time monitoring of the engine torque, the motor torque and the current gear information, the actual output torque value of the whole vehicle output by the power system at different times can be accurately calculated, so that the HCU can timely and effectively judge whether unexpected deceleration occurs to the vehicle based on the actual output torque value of the whole vehicle and the corresponding torque request value of the whole vehicle.

In one possible embodiment, to achieve accurate identification of unexpected deceleration phenomena, S102 may specifically include the following sub-steps:

s102-1: and determining a torque difference value based on the actual output torque value of the whole vehicle and the torque request value of the whole vehicle.

In this embodiment, since the weight of the load or the person carried by the vehicle may be different in consideration of the different vehicle weights of different vehicle types, only the torque difference between the whole vehicle torque request value and the whole vehicle actual output torque value is considered, an unnecessary safety response may be generated in part of the vehicle, and further false triggering of the safety state occurs, for example, the same torque difference has less influence on the deceleration of the truck with a larger load than the car with a smaller load. Thus, the current vehicle load of the vehicle will be further considered on the basis of the torque difference.

S102-2: based on the torque difference and the current vehicle load, it is determined whether an unexpected deceleration of the vehicle has occurred.

In this embodiment, the current vehicle load information of the vehicle may be collected through a preset load sensor, so as to determine whether unexpected deceleration occurs in the vehicle based on the torque difference and the current vehicle load. Wherein the greater the current vehicle load, the greater the maximum torque error that is allowed for the powertrain.

In the embodiment, unexpected deceleration phenomena of vehicles with different loads can be detected by comprehensively considering the current vehicle loads, so that the applicability and accuracy of the scheme are effectively improved.

In a specific implementation, the HCU will determine a deceleration error based on the ratio between the torque difference and the current vehicle load, and further determine whether unexpected deceleration of the vehicle has occurred based on the deceleration error and a preset deceleration threshold. Where deceleration error represents an error between an actual deceleration of the vehicle and a desired deceleration. That is, the HCU determines that unexpected deceleration of the vehicle has occurred when it detects that the deceleration error is greater than the deceleration threshold.

In the present embodiment, since the deceleration error can truly reflect the degree of change in the actual deceleration of the vehicle compared to the desired deceleration, the occurrence of unexpected deceleration of the vehicle can be more accurately determined by comparing the deceleration error with the deceleration threshold.

It should be noted that, based on the preset deceleration threshold value and the current vehicle load, the actual torque error threshold value of the vehicle can be calculated reversely, and further when the torque difference value is greater than the actual torque error threshold value, it is determined that unexpected deceleration occurs to the vehicle. That is, when the torque difference is greater than the true torque error threshold, it is stated that the deceleration error caused by the torque difference will be greater than the deceleration threshold.

In a possible embodiment, S103 may specifically include the following substeps:

S103-1: based on a preset torque change gradient, the whole vehicle torque request value of the control braking system is gradually increased to zero.

In the present embodiment, it is considered that if the power system is directly prohibited from outputting the negative torque during the process of controlling the vehicle to enter the safe state, the phenomenon such as hunting may occur in the vehicle due to an excessive torque change. Thus, the HCU will control the overall vehicle torque request value of the powertrain to gradually increase to zero based on the preset torque change gradient.

The torque change gradient represents a torque change value per unit time. The unit time may be determined based on a CAN (Controller Area Network ) communication period of the vehicle, and the unit time may specifically be set to be an integer multiple of the CAN communication period, that is, to indicate that the HCU sends a torque request to the power system every unit time. For example, when 100ms is set per unit time and the torque change value is set to 20n·m, it means that the torque is controlled to increase or decrease by 20n·m within 100 ms.

For example, if the vehicle torque request value is-400 N.m, the HCU will gradually increase from-400 N.m to 0 N.m in a time period capable of 2 seconds.

S103-2: in the event that it is determined that the vehicle torque request value increases to zero, the powertrain is prohibited from outputting negative torque.

In this embodiment, after detecting that the vehicle torque request value increases to zero, the HCU sets the functional state of energy recovery of the motor to the prohibition state, so that the power system prohibits outputting the negative torque.

In this embodiment, after the HCU controls the vehicle to enter a safe state, the HCU may also control the vehicle instrument to output a prompt message by means of text and/or voice, for prompting that the driver cannot use the energy recovery function currently.

In the embodiment, the whole vehicle torque request value of the control braking system is gradually increased to zero based on the torque change gradient, so that the vehicle can be smoothly transited to a safe state, abnormal acceleration or jogging and other phenomena of the vehicle are avoided, and driving experience of a driver is further effectively ensured.

In one possible embodiment, the vehicle control method may further include the steps of:

S201: a target brake torque request value of the brake system is determined based on the vehicle torque request value and the current brake torque request value.

In this embodiment, to further ensure the driver's driving experience, the HCU, after detecting that an unexpected deceleration of the vehicle has occurred, will determine a target brake torque request value for the brake system based on the vehicle torque request value and the current brake torque request value.

Specifically, when the power system is in a braking working condition, if the braking system does not participate in vehicle braking, the HCU determines the absolute value of the whole vehicle torque request value as a target braking torque request value when unexpected deceleration occurs to the vehicle; when the power system is in a braking working condition, if the braking system participates in vehicle braking, the HCU determines the sum of the absolute value of the whole vehicle torque request value and the current braking torque request value as a target braking torque request value when unexpected deceleration occurs to the vehicle.

S202: during the step up of the vehicle torque request value of the control powertrain system to zero, the current brake torque request value of the synchronous control brake system is step up to the target brake torque request value based on the torque change gradient.

In this embodiment, in the process of controlling the increase of the torque request value of the whole vehicle to zero, the HCU synchronously controls the increase of the current brake torque request value according to the same torque change gradient, so that the vehicle can be ensured to be always in a driving state before unexpected deceleration of the vehicle occurs, and the driving experience of the driver is prevented from being influenced by unexpected change of the speed of the vehicle.

In one example, the driver releases the accelerator pedal but does not depress the brake pedal, at which point the brake system is not engaged in braking, the vehicle will activate the braking energy recovery function of the motor and control the motor to output negative torque in accordance with the-400 n·m of the vehicle torque request value. In the braking energy recovery process, if the HCU detects that unexpected deceleration occurs to the vehicle, the HCU controls the motor to gradually increase from-400 N.m to 0 N.m according to the torque change gradient; meanwhile, the target braking torque request value is calculated to be 400 N.m, and then the current braking torque request value of the synchronous control braking system is gradually increased from 0 N.m to 400 N.m.

In another example, when the driver depresses the brake pedal after releasing the accelerator pedal, the electric braking force that the motor can increase does not meet the braking demand of the vehicle, and at this time, the braking system is controlled to mechanically brake in cooperation with the motor while the braking energy recovery function of the motor is activated, for example, when the braking demand of the whole vehicle is 800n·m, if the maximum negative torque capacity of the motor is-600 n·m, the HCU controls the motor to output negative torque of-600 n·m to provide electric braking force of 600n·m to the vehicle, and simultaneously controls the braking system to output mechanical braking force of 200n·m. In the braking energy recovery process, if the HCU detects that unexpected deceleration occurs to the vehicle, the HCU controls the motor to gradually increase from-600 N.m to 0 N.m according to the torque change gradient; meanwhile, the target braking torque request value is calculated to be 800 N.m, and then the current braking torque request value of the synchronous control braking system is gradually increased from 200 N.m to 800 N.m.

In the embodiment, the synchronous control is performed on the whole vehicle torque request value and the current brake torque request value according to the same torque change gradient, so that the vehicle can enter a safe state more stably and smoothly, and the consistency of the driving experience of the user can be always maintained while the driving safety of the vehicle is ensured.

In a second aspect, referring to fig. 2, an embodiment of the present application provides a vehicle control apparatus 200, the vehicle control apparatus 200 including:

the torque determining module 201 is configured to determine an actual output torque value of the whole vehicle of the power system when the power system is detected to be in a braking condition; wherein the power system comprises a motor;

An anomaly determination module 202 for determining whether unexpected deceleration of the vehicle occurs based on the vehicle actual output torque value and the vehicle torque request value for the powertrain;

A state control module 203, configured to control the vehicle to enter a preset safe state when it is determined that unexpected deceleration occurs in the vehicle; in the safe state, the power system is prohibited from outputting negative torque.

In an embodiment of the present application, the vehicle control apparatus 200 further includes:

And the braking abnormality determining module is used for determining that the power system is in a braking working condition under the condition that the torque request value of the whole vehicle is negative torque.

The information acquisition sub-module is used for acquiring engine torque output by the engine, motor torque output by the motor and current gear information;

The actual output torque determining sub-module is used for determining the actual output torque value of the whole vehicle based on the engine torque, the motor torque and the current gear information.

In one embodiment of the present application, the anomaly determination module 202 includes:

The torque difference value determining sub-module is used for determining a torque difference value based on the actual output torque value of the whole vehicle and the torque request value of the whole vehicle;

an unintended deceleration determination sub-module determines whether an unintended deceleration of the vehicle occurs based on the torque difference and the current vehicle load.

In one embodiment of the application, the unintended deceleration determination submodule includes:

A deceleration error determination unit for determining a deceleration error based on the torque difference and the current vehicle load;

And an unexpected deceleration determination unit configured to determine that unexpected deceleration of the vehicle occurs in a case where the deceleration error is smaller than the deceleration threshold.

In one embodiment of the present application, the state control module 203 includes:

The torque adjusting sub-module is used for controlling the whole vehicle torque request value of the braking system to gradually increase to zero based on a preset torque change gradient; the torque change gradient represents a torque change value in unit time;

A brake torque determination module for determining a target brake torque request value for the brake system based on the whole vehicle torque request value and the current brake torque request value;

and the brake torque adjusting module is used for synchronously controlling the current brake torque request value of the brake system to be gradually increased to the target brake torque request value based on the torque change gradient in the process of gradually increasing the whole vehicle torque request value of the control system to zero.

It should be noted that, the specific implementation of the vehicle control device 200 according to the embodiment of the present application refers to the specific implementation of the vehicle control method set forth in the first aspect of the embodiment of the present application, and will not be described herein.

In a third aspect, based on the same inventive concept, an embodiment of the present application provides a storage medium having stored therein machine executable instructions, which when executed by a processor, implement the vehicle control method set forth in the first aspect of the present application.

It should be noted that, the specific implementation manner of the storage medium according to the embodiment of the present application refers to the specific implementation manner of the vehicle control method set forth in the first aspect of the present application, and will not be described herein.

In a fourth aspect, referring to fig. 3, there is shown an embodiment of the present application providing a vehicle 300 comprising a processor 301 and a memory 302, based on the same inventive concept; the memory 302 stores machine executable instructions executable by the processor 301, the processor 301 being configured to execute the machine executable instructions to implement the vehicle control method according to the first aspect of the present application.

It should be noted that, the specific implementation of the vehicle 300 according to the embodiment of the present application refers to the specific implementation of the vehicle control method set forth in the first aspect of the present application, and will not be described herein.

It will be apparent to those skilled in the art that embodiments of the present invention may be provided as a method, apparatus, or computer program product. Accordingly, embodiments of the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the invention may take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.

Embodiments of the present invention are described with reference to flowchart illustrations and/or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiment and all such alterations and modifications as fall within the scope of the embodiments of the invention.

Finally, it is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or terminal. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or terminal device that comprises the element.

The foregoing has outlined a detailed description of the method, apparatus, storage medium and vehicle for controlling a vehicle, wherein specific examples are provided herein to illustrate the principles and embodiments of the invention, and the description of the examples is only intended to facilitate the understanding of the method and core idea of the invention; meanwhile, as those skilled in the art will vary in the specific embodiments and application scope according to the idea of the present invention, the present disclosure should not be construed as limiting the present invention in summary.

Claims

1. A vehicle control method, characterized in that the method comprises:

2. The vehicle control method according to claim 1, characterized in that the method further comprises:

3. The vehicle control method according to claim 1, characterized in that the power system further includes an engine; the step of determining the actual output torque value of the whole vehicle of the power system comprises the following steps:

4. The vehicle control method according to claim 1, characterized in that the step of determining whether unexpected deceleration of the vehicle occurs based on the vehicle actual output torque value and the vehicle torque request value for the power system, includes:

5. The vehicle control method according to claim 4, characterized in that the step of determining whether unexpected deceleration of the vehicle occurs based on the torque difference and a current vehicle load, includes:

in the event that the deceleration error is less than a deceleration threshold, it is determined that an unexpected deceleration of the vehicle has occurred.

6. The vehicle control method according to claim 1, characterized in that the step of controlling the vehicle to enter a preset safe state includes:

7. The vehicle control method according to claim 6, characterized in that the method further comprises:

8. A vehicle control apparatus, characterized in that the apparatus comprises:

9. A storage medium having stored therein machine executable instructions which when executed by a processor implement the vehicle control method of any one of claims 1-7.

10. A vehicle comprising a processor and a memory, the memory storing machine executable instructions executable by the processor for executing the machine executable instructions to implement the vehicle control method of any of claims 1-7.