WO2021213153A1 - 车辆控制方法、装置、存储介质及车辆 - Google Patents

车辆控制方法、装置、存储介质及车辆 Download PDF

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Publication number
WO2021213153A1
WO2021213153A1 PCT/CN2021/084073 CN2021084073W WO2021213153A1 WO 2021213153 A1 WO2021213153 A1 WO 2021213153A1 CN 2021084073 W CN2021084073 W CN 2021084073W WO 2021213153 A1 WO2021213153 A1 WO 2021213153A1
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WIPO (PCT)
Prior art keywords
vehicle
preset
threshold
engine
state
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PCT/CN2021/084073
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English (en)
French (fr)
Inventor
王银磊
潘巍
郭腾飞
李玉山
刘秀
邓伟峰
Original Assignee
长城汽车股份有限公司
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Application filed by 长城汽车股份有限公司 filed Critical 长城汽车股份有限公司
Priority to EP21791840.8A priority Critical patent/EP4067183A4/en
Priority to US17/789,511 priority patent/US11801837B2/en
Publication of WO2021213153A1 publication Critical patent/WO2021213153A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/10—Interpretation of driver requests or demands
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/18—Braking system
    • B60W2510/182—Brake pressure, e.g. of fluid or between pad and disc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/04—Vehicle stop
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0605—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present disclosure relates to the field of vehicles, and in particular, to a vehicle control method, device, storage medium, and a vehicle.
  • the brake pedal and the accelerator pedal are the core components of the driver’s driving intention recognition.
  • the brake pedal can be stepped on by one foot to achieve the braking of the vehicle. Press the accelerator pedal to start and so on.
  • the torque output of the engine will be stopped. Only when the brake pedal is slowly released, the torque of the engine It will start to load slowly, and when the brake pedal is completely released, the vehicle will start to enter the creep mode and start to drive slowly.
  • the vehicle recognizes the driver's intention to accelerate and starts to drive according to the driver's intention.
  • the brake pedal and the accelerator pedal are used as two independent components to brake and accelerate respectively, and the two are designed on the same side.
  • the driver can only step on one at the same time, that is, the driver In the process of braking through the brake pedal, the driving intention cannot be input through the accelerator pedal, and the braking cannot be performed at the same time when accelerating through the accelerator pedal.
  • the brake pedal is depressed, the engine output torque will be prohibited. If you want to resume driving after stopping the braking, you can only enter the creep mode first, and then use the accelerator pedal to control the engine to slowly increase the output torque to increase the speed. , The speed of the vehicle increases slowly.
  • the purpose of the present disclosure is to provide a vehicle control method, device, storage medium, and vehicle, which can greatly increase the starting power before the vehicle starts by operating the brake pedal and the accelerator pedal at the same time, so that the vehicle can quickly with greater power Start, that is, realize the function of ejection start.
  • the present disclosure provides a vehicle control method, the method includes:
  • the master brake cylinder pressure is greater than a first preset pressure threshold
  • the accelerator pedal opening is not less than the first preset opening threshold
  • the master brake cylinder pressure is greater than the first preset pressure threshold Controlling the vehicle to enter the activation state of the ejection start function when the time at which the accelerator pedal opening is not less than the first preset opening threshold is reached;
  • the engine output target torque of the vehicle is controlled according to the accelerator pedal opening degree, and the braking state of the vehicle is controlled according to the master cylinder pressure.
  • the method before the controlling the vehicle to enter the activated state of the ejection start function, the method further includes:
  • controlling the vehicle to enter the activated state of the ejection start function includes:
  • the first predetermined condition includes one or more of the following conditions:
  • the engine is running, the clutch transmission gear of the vehicle is in forward gear, the vehicle speed of the vehicle is less than the first preset vehicle speed threshold, the electronic body stability system is in the off state, and the electronic parking brake system is in the off state , The seat belt is in a fastened state, and the vehicle power system is fault-free.
  • the engine output target torque of the vehicle is controlled according to the accelerator pedal opening degree, and the vehicle's engine output target torque is controlled according to the brake master cylinder pressure.
  • Braking status includes:
  • the target torque is determined according to the engine speed limit threshold and the accelerator pedal opening degree, and the engine is controlled to output the target torque.
  • the determining the target torque according to the engine speed limit threshold and the accelerator pedal opening, and controlling the engine to output the target torque includes:
  • the engine gas circuit torque and the engine fire circuit torque are determined according to the engine speed limit threshold and the accelerator pedal opening.
  • the engine gas circuit torque is greater than the engine fire circuit torque, and the engine gas circuit torque is equal to
  • the torque difference of the fire circuit is the preset torque threshold;
  • the engine gas circuit torque and the engine fire circuit torque are sent to the engine, so that the engine outputs the engine fire circuit torque as the target torque.
  • the method further includes:
  • the second predetermined condition includes one or more of the following conditions:
  • the engine is not in the running state, the clutch transmission gear is not in the forward gear, a braking command is received when the vehicle speed is greater than the second preset vehicle speed threshold, the electronic body stability system is in the on state, so The electronic parking brake system is in an on state, the seat belt is in an unfastened state, the vehicle power system is malfunctioning, the accelerator pedal opening is less than a second preset opening threshold, and the engine temperature Not within the preset operating temperature range;
  • the second preset opening degree threshold is less than the first preset opening threshold, and the second preset vehicle speed threshold is greater than the first preset vehicle speed threshold.
  • the method further includes:
  • the brake master cylinder pressure is not greater than a second preset pressure threshold
  • the accelerator pedal opening is not greater than a third preset opening threshold
  • the vehicle is controlled Exit the standby state, wherein the second preset pressure threshold is less than the first preset pressure threshold, and the third preset opening threshold is less than the second preset opening threshold.
  • the method further includes:
  • the engine speed threshold that needs to be reached when the clutch transmission is shifted is increased to the preset pressure threshold.
  • the method further includes:
  • the present disclosure also provides a vehicle control device, which includes:
  • the first acquisition module is used to acquire the brake master cylinder pressure and accelerator pedal opening
  • the first control module is configured to: when the brake master cylinder pressure is greater than a first preset pressure threshold, the accelerator pedal opening is not less than the first preset opening threshold, and the master brake cylinder pressure is greater than all If the time of the first preset pressure threshold is earlier than the time when the accelerator pedal opening is not less than the first preset opening threshold, controlling the vehicle to enter the activated state of the ejection start function;
  • the second control module is used to control the engine output target torque of the vehicle according to the accelerator pedal opening when the vehicle is in the activated state, and control the vehicle according to the master brake cylinder pressure The braking state.
  • the device further includes:
  • the second acquisition module is used to acquire the first vehicle state data
  • the first control module is further configured to control the vehicle to enter the activation state of the ejection start function when the first vehicle state data meets all first preset conditions for entering the activation state;
  • the first preset condition includes one or more of the following conditions: the engine is running, the clutch transmission gear of the vehicle is in a forward gear, and the vehicle speed of the vehicle is less than a first preset vehicle speed threshold, The body electronic stability system of the vehicle is in a closed state, the electronic parking brake system of the vehicle is in a closed state, the seat belt of the vehicle is in a fastened state, and the vehicle power system of the vehicle is in a fault-free state.
  • the second control module includes:
  • the receiving sub-module is used to receive the engine speed limit threshold value sent by the clutch transmission, the engine speed limit threshold value is used to ensure that the vehicle can be maintained when the brake master cylinder pressure is greater than the first preset pressure threshold value still;
  • the control sub-module is configured to determine the target torque according to the engine speed limit threshold and the accelerator pedal opening, and control the engine to output the target torque.
  • control submodule includes:
  • the determining sub-module is used to determine the engine air circuit torque and the engine fire circuit torque according to the engine speed limit threshold and the accelerator pedal opening, the engine air circuit torque is greater than the engine fire circuit torque, and the engine air
  • the difference between the circuit torque and the engine fire circuit torque is a preset torque threshold
  • the engine sub-module is used to send the engine gas circuit torque and the engine fire circuit torque to the engine, so that the engine outputs the engine fire circuit torque as the target torque.
  • the device further includes:
  • the third acquisition module is used to acquire the second vehicle state data
  • the third control module is configured to control the vehicle to exit the activation state of the ejection start function when the second vehicle state data meets any of the second preset conditions for exiting the activation state;
  • the second predetermined condition includes one or more of the following conditions:
  • the engine is not in the running state, the clutch transmission gear is not in the forward gear, a braking command is received when the vehicle speed is greater than the second preset vehicle speed threshold, the electronic body stability system is in the on state, so The electronic parking brake system is in an on state, the seat belt is in an unfastened state, the vehicle power system is malfunctioning, the accelerator pedal opening is less than a second preset opening threshold, and the engine temperature Not within the preset operating temperature range;
  • the second preset opening degree threshold is less than the first preset opening threshold, and the second preset vehicle speed threshold is greater than the first preset vehicle speed threshold.
  • the device further includes:
  • a fourth control module configured to control the vehicle to enter the standby state of the ejection start function when the vehicle does not move within a preset period of time after entering the activated state
  • the fifth control module is configured to: when the vehicle is in the standby state, the master brake cylinder pressure is not greater than a second preset pressure threshold, and the accelerator pedal opening is not greater than a third preset opening threshold In this case, the vehicle is controlled to exit the standby state, wherein the second preset pressure threshold is less than the first preset pressure threshold, and the third preset opening threshold is less than the second preset opening threshold. Degree threshold.
  • the device further includes:
  • the sixth control module is used for when the vehicle is in the activated state and the brake master cylinder pressure is not greater than the first preset pressure threshold, when the clutch transmission is shifted, it needs to reach The engine speed threshold is increased to the preset target value.
  • the present disclosure also provides a computer-readable storage medium on which a computer program is stored, which is characterized in that, when the program is executed by a processor, the steps of the above-mentioned method are realized.
  • the present disclosure also provides a vehicle including the vehicle control device described above.
  • the present disclosure also provides a computing processing device, including:
  • a memory in which computer readable codes are stored
  • One or more processors when the computer-readable code is executed by the one or more processors, the computing processing device executes the above-mentioned method.
  • the present disclosure also provides a computer program, including computer readable code, which when the computer readable code runs on a computing processing device, causes the computing processing device to perform the above-mentioned method.
  • the driver can simultaneously operate the brake pedal and the accelerator pedal to make the vehicle enter the activated state of the ejection start function before starting.
  • the state provides torque output, which greatly improves the power after starting, so that the vehicle can start quickly with greater power without going through the creeping process, reducing the acceleration time, so as to realize the function of ejection start.
  • Fig. 1 is a flowchart showing a vehicle control method according to an exemplary embodiment of the present disclosure
  • Fig. 2 is a flowchart showing a vehicle control method according to another exemplary embodiment of the present disclosure
  • Fig. 3 is a flowchart showing a vehicle control method according to another exemplary embodiment of the present disclosure
  • Fig. 4 is a flowchart showing a vehicle control method according to another exemplary embodiment of the present disclosure.
  • Fig. 5 is a flowchart showing a vehicle control method according to another exemplary embodiment of the present disclosure.
  • Fig. 6 is a structural block diagram showing a vehicle control device according to an exemplary embodiment of the present disclosure
  • Fig. 7 is a structural block diagram showing a vehicle control device according to another exemplary embodiment of the present disclosure.
  • FIG. 8 schematically shows a block diagram of a computing processing device for executing the method according to the present disclosure.
  • Fig. 9 schematically shows a storage unit for holding or carrying program codes for implementing the method according to the present disclosure.
  • Fig. 1 is a flowchart showing a vehicle control method according to an exemplary embodiment of the present disclosure. As shown in Fig. 1, the method includes step 101 to step 103.
  • step 101 obtain the brake master cylinder pressure and accelerator pedal opening.
  • step 102 when the brake master cylinder pressure is greater than a first preset pressure threshold, the accelerator pedal opening is not less than the first preset opening threshold, and the master brake cylinder pressure is greater than the first preset pressure threshold.
  • a preset pressure threshold time is earlier than the time when the accelerator pedal opening is not less than the first preset opening threshold, the vehicle is controlled to enter the activation state of the ejection start function.
  • the pressure of the master cylinder corresponds to the degree to which the brake pedal of the vehicle is depressed.
  • the accelerator pedal opening degree can reflect the driver's intention to accelerate.
  • the opening threshold is preset, it can be determined that the current brake pedal and accelerator pedal are both in a deep-depressed state. At this time, the sequence of the brake pedal and the accelerator pedal entering the deep-depressed state is determined, that is, it is determined whether the driver has stepped on the brake pedal deeply first, and keeps the brake pedal in the deep-depressed state.
  • the time when the pressure is greater than the first preset pressure threshold is earlier than the time when the accelerator pedal opening degree is not less than the first preset pressure threshold.
  • step 103 when the vehicle is in the activated state, the engine output target torque of the vehicle is controlled according to the accelerator pedal opening degree, and the brake of the vehicle is controlled according to the brake master cylinder pressure. Dynamic state.
  • the accelerator pedal and the brake pedal can be used to control the vehicle at the same time. That is, the vehicle can respond to the brake master cylinder pressure to keep the vehicle in the braking state, and can also control the engine to load the target torque according to the accelerator pedal opening degree, and the target torque may correspond to, for example, the accelerator pedal opening. Degree to determine.
  • the driver can activate the ejection start function before starting by simultaneously operating the brake pedal and the accelerator pedal, that is, the vehicle can be in the braking state before starting. It can provide torque output according to the state of the accelerator pedal, which greatly improves the power after starting, enabling the vehicle to start quickly with greater power without going through the creeping process, reducing the acceleration time, and realizing the function of ejection start.
  • Fig. 2 is a flowchart showing a vehicle control method according to another exemplary embodiment of the present disclosure. As shown in FIG. 2, the method includes step 201 and step 202 in addition to step 101 and step 103.
  • step 201 first vehicle state data is acquired.
  • step 202 in addition to satisfying the conditions in step 102 as shown in FIG. 1, it also needs to be controlled only when the first vehicle state data meets all the first preset conditions for entering the activation state The vehicle enters the activated state of the ejection start function.
  • the first preset condition includes one or more of the following conditions: the engine is running, the clutch transmission gear of the vehicle is in forward gear, and the vehicle speed is less than the first preset vehicle speed Threshold, the body electronic stability system is in the off state, the electronic parking brake system is in the off state, the seat belt is in the fastened state, and the vehicle power system is not malfunctioning.
  • the first vehicle state data may be determined according to the content included in the first preset condition, for example, in the case where the first preset condition includes all the above conditions, the first vehicle state obtained in step 201
  • the data should include the engine status, the clutch transmission gear, the vehicle speed, the body electronic stability program (ESP) status, the electronic parking brake system (Electrical Park Brake, EPB) status, the seat belt status, the vehicle power system status .
  • ESP body electronic stability program
  • EPB electronic parking brake system
  • the first preset condition includes one or more of the above conditions, before controlling the vehicle to enter the activated state, it is necessary to ensure that the acquired first vehicle state data can meet the requirements. All conditions in the first preset condition.
  • the first vehicle state data can be judged through the first preset condition, so as to further ensure that the current state of the vehicle can be achieved under the premise of ensuring safety before the vehicle is controlled to enter the activated state of the ejection start function.
  • Catapult start function
  • Fig. 3 is a flowchart showing a vehicle control method according to an exemplary embodiment of the present disclosure. As shown in FIG. 3, the method includes step 301 and step 302 in addition to step 101, step 201, and step 202 shown in FIG.
  • step 301 when the vehicle is in an activated state, the engine speed limit threshold value sent by the clutch transmission is received.
  • the engine speed limit threshold is used to ensure that the vehicle can remain stationary when the brake master cylinder pressure is greater than the first preset pressure threshold.
  • step 302 the target torque is determined according to the engine speed limit threshold and the accelerator pedal opening, and the engine is controlled to output the target torque.
  • the braking state of the vehicle needs to be controlled according to the brake master cylinder pressure, and the vehicle's engine output target torque needs to be controlled according to the accelerator pedal opening.
  • the brake pedal and accelerator pedal are both in a deep depressed state.
  • the clutch transmission can be made to determine the engine speed limit threshold according to the current clutch state.
  • the target torque of the engine it is determined according to the accelerator pedal opening degree and the engine speed limit threshold, so that the target torque output by the engine does not exceed the limit of the engine speed limit threshold, Furthermore, it can be ensured that after the vehicle enters the activated state of the ejection start function, it can not only control the output of the engine torque according to the accelerator pedal opening degree, but also ensure the braking effect of the brake master cylinder pressure on the vehicle.
  • the target torque directly determined according to the accelerator pedal opening degree can be ANm.
  • the engine torque will gradually increase, and the engine speed will also gradually increase.
  • the target torque will be reduced to BNm and sent to the engine, so as to control the rising speed of the engine torque and the final target torque to ensure the engine's performance
  • the engine speed will not exceed the engine speed limit threshold no matter during the torque increase process or after reaching the target torque.
  • the engine speed limit threshold value received from the clutch transmission is slowly increased according to the decrease in the pressure of the master brake cylinder, that is, when the driver slowly releases the brake pedal, the brake The main cylinder pressure will gradually decrease, and the braking resistance of the vehicle will also continue to decrease accordingly. Until the driving force of the vehicle power system exceeds the braking resistance, the vehicle starts to start quickly according to the loaded engine torque and engine speed. . Therefore, as the brake master cylinder pressure decreases, the clutch transmission will gradually increase the engine speed limit threshold to ensure that the engine torque and engine speed can also be obtained as the brake master cylinder pressure decreases. Improve, so as to achieve expectations when the vehicle starts, so as to realize the ejection start of the vehicle.
  • the aforementioned clutch transmission can be any type of clutch transmission, as long as it can control the clutch of the vehicle and output the corresponding engine speed limit threshold according to the pressure of the master brake cylinder.
  • determining the target torque according to the engine speed limit threshold and the accelerator pedal opening, and controlling the engine to output the target torque includes: The engine gas circuit torque and the engine fire circuit torque are determined according to the engine speed limit threshold and the accelerator pedal opening. The engine gas circuit torque is greater than the engine fire circuit torque, and the engine gas circuit torque is equal to The difference between the fire circuit torque is a preset torque threshold; the engine air circuit torque and the engine fire circuit torque are sent to the engine so that the engine outputs the engine fire circuit torque as the target torque .
  • the engine air torque can be used to control, for example, the opening of the throttle valve.
  • the fire torque can be used to control the ignition advance angle, and the target torque actually executed by the engine is the engine fire torque.
  • the preset torque threshold of the difference between the engine gas circuit torque and the engine fire circuit torque may be, for example, 50 Nm.
  • Fig. 4 is a flowchart showing a vehicle control method according to another exemplary embodiment of the present disclosure. As shown in FIG. 4, the method further includes step 401 and step 402.
  • step 401 the second vehicle state data is acquired.
  • step 402 when the second vehicle state data meets any second preset condition for exiting the activation state, control the vehicle to exit the activation state of the ejection start function.
  • the second preset condition includes one or more of the following conditions: the engine is not in a running state, the clutch transmission gear is not in a forward gear, and the vehicle speed is greater than a second preset vehicle speed threshold
  • the body electronic stability system is in the on state
  • the electronic parking brake system is in the on state
  • the seat belt is in the unfastened state
  • the vehicle power system is malfunctioning
  • the accelerator pedal opening is less than a second preset opening threshold
  • the temperature of the engine is not within a preset operating temperature range; wherein the second preset opening threshold is less than the first preset opening threshold ,
  • the second preset vehicle speed threshold is greater than the first preset vehicle speed threshold.
  • the second vehicle state data may include vehicle state data corresponding to all the conditions included in the second preset condition, or may only include vehicle state data corresponding to some of the conditions.
  • the aforementioned first preset opening threshold may be, for example, 100% in the first preset condition, that is, only when the accelerator pedal opening is not less than 100% can the state of the accelerator pedal opening before entering the activated state be satisfied.
  • the second preset opening threshold may be, for example, 90% in the second preset condition.
  • the vehicle has successfully started in the activated state of the ejection start function. During the normal driving process after the start, the vehicle does not need When accelerating all the time, the driver can release the accelerator and start normal vehicle driving. In this case, the exit of the ejection start function can be controlled according to the relationship between the accelerator pedal opening and the second preset opening threshold. Active state. In another case, after the vehicle has entered the activated state of the ejection start function, and the driver no longer needs to perform the ejection start, the accelerator pedal can be released to reduce the accelerator pedal opening to control the vehicle to exit the activation. state.
  • the vehicle After exiting the activated state of the ejection start function, the vehicle will no longer simultaneously control the vehicle based on the accelerator pedal opening and the brake master cylinder pressure at the same time, and can only start slowly as described in the background art.
  • Fig. 5 is a flowchart showing a vehicle control method according to another exemplary embodiment of the present disclosure. As shown in FIG. 5, the method further includes step 501 and step 502.
  • step 501 if the vehicle does not move within a preset time period after entering the activated state, control the vehicle to enter the standby state of the ejection start function.
  • step 502 when the vehicle is in the standby state, the master brake cylinder pressure is not greater than a second preset pressure threshold, and the accelerator pedal opening is not greater than a third preset opening threshold , Controlling the vehicle to exit the standby state, wherein the second preset pressure threshold is less than the first preset pressure threshold, and the third preset opening threshold is less than the second preset opening threshold .
  • step 202 it is also impossible to directly judge whether the vehicle meets the activation state of the ejection start function according to step 202 as shown in Figure 2. Only the pressure of the master cylinder and the opening of the accelerator pedal can be judged. After the brake master cylinder pressure and the accelerator pedal opening meet the conditions for exiting the standby state, exit the standby state first, and then be able to control the vehicle to enter the active state when it is determined that the conditions for entering the activation state of the ejection start function are met .
  • the master brake cylinder pressure and the accelerator pedal opening have not met the above-mentioned conditions of not greater than the second preset pressure threshold and not greater than the third preset opening threshold, then The vehicle cannot realize the ejection start again, and can only perform conventional control of the vehicle separately based on the brake pedal and the accelerator pedal.
  • the condition for exiting the standby state of the ejection start function is that the multi-function pedal and the accelerator pedal are all released.
  • both the second preset pressure threshold and the third preset opening threshold may be set to 0%.
  • the vehicle control method further includes: when the vehicle is in the activated state and the master brake cylinder pressure is not greater than the first preset pressure threshold, changing The engine speed threshold required to be reached when the clutch transmission is shifted is increased to a preset target value.
  • the vehicle is in the activated state of the ejection start function and the brake master cylinder pressure is not greater than the first preset pressure threshold, it means that the driver has released the deep brake pedal and lowered the brake.
  • the pressure of the master cylinder is ready to start the ejection.
  • the gear that the vehicle is in is generally a low gear, and in a vehicle that can realize automatic shifting, the gear that needs to be switched is determined according to the speed of the vehicle's engine.
  • the engine speed threshold required to achieve automatic shifting of the clutch transmission is temporarily increased, thereby This enables the vehicle to reach a higher engine speed without shifting gears at a low gear position during ejection and start, thereby obtaining higher starting power.
  • the preset target value corresponding to the engine speed threshold may be determined according to actual vehicle conditions. After exiting the activation state of the ejection start function, the engine speed threshold of the increased shift point will return to a normal value.
  • the clutch transmission when the vehicle is in the activated state, the clutch transmission will also increase the safe torque threshold, so as not to be recognized by the clutch transmission due to excessive engine torque during the ejection start process. Security failure.
  • Fig. 6 is a structural block diagram showing a vehicle control device 100 according to an exemplary embodiment of the present disclosure.
  • the device 100 includes: a first acquisition module 10 for acquiring the pressure of the master brake cylinder and accelerator pedal opening; a first control module 20 for acquiring the pressure of the master cylinder A preset pressure threshold, the accelerator pedal opening is not less than a first preset opening threshold, and the time when the master brake cylinder pressure is greater than the first preset pressure threshold is earlier than the accelerator pedal opening is reached When the degree is not less than the first preset opening threshold, the vehicle is controlled to enter the activated state of the ejection start function; the second control module 30 is used for when the vehicle is in the activated state , Controlling the engine output target torque of the vehicle according to the accelerator pedal opening degree, and controlling the braking state of the vehicle according to the brake master cylinder pressure.
  • the driver can activate the ejection start function before starting by simultaneously operating the brake pedal and the accelerator pedal, that is, the vehicle can be in the braking state before starting. It can provide torque output according to the state of the accelerator pedal, which greatly improves the power after starting, enabling the vehicle to start quickly with greater power without going through the creeping process, reducing the acceleration time, and realizing the function of ejection start.
  • Fig. 7 is a structural block diagram showing a vehicle control device according to another exemplary embodiment of the present disclosure.
  • the device further includes: a second acquisition module 40 for acquiring first vehicle state data; the first control module 20 is also used for entering the activation when the first vehicle state data meets the requirements
  • the first preset condition includes one or more of the following conditions: the engine is running , The clutch transmission gear of the vehicle is in the forward gear, the vehicle speed is less than the first preset vehicle speed threshold, the electronic body stability system is in the off state, the electronic parking brake system is in the off state, and the seat belt is fastened Status, the vehicle power system is not faulty.
  • the second control module 30 includes a receiving sub-module 301 for receiving an engine speed limit threshold value sent by a clutch transmission, and the engine speed limit threshold value is used to ensure that the vehicle can be braked during the braking process.
  • the control sub-module 302 is configured to determine the target torque according to the engine speed limit threshold and the accelerator pedal opening, and control the engine The target torque is output.
  • the control sub-module 302 includes a determination sub-module 3021, which is used to determine the engine gas circuit torque and the engine fire circuit torque according to the engine speed limit threshold and the accelerator pedal opening.
  • the circuit torque is greater than the engine fire circuit torque, and the difference between the engine air circuit torque and the engine fire circuit torque is a preset torque threshold; the engine sub-module 3022 is used to combine the engine air circuit torque and the engine
  • the fire circuit torque is sent to the engine so that the engine outputs the engine fire circuit torque as the target torque.
  • the device further includes a third acquisition module 50 for acquiring second vehicle state data; and a third control module 60 for exiting the activation state when the second vehicle state data meets any requirements.
  • the second preset condition includes one or more of the following conditions: the engine is not in a running state, The clutch transmission gear is not in a forward gear, a braking command is received when the vehicle speed is greater than a second preset vehicle speed threshold, the body electronic stability system is in the on state, and the electronic parking brake system is in the state In the open state, the seat belt is in an unfastened state, the vehicle power system is malfunctioning, the accelerator pedal opening is less than the second preset opening threshold, and the engine temperature is not within the preset operating temperature range ; Wherein, the second preset opening threshold is less than the first preset opening threshold, and the second preset vehicle speed threshold is greater than the first preset vehicle speed threshold.
  • the device further includes a fourth control module 70, which is used to control the vehicle to enter the ejection start function when the vehicle does not move within a preset period of time after entering the activated state.
  • the opening threshold is set, the vehicle is controlled to exit the standby state, wherein the second preset pressure threshold is less than the first preset pressure threshold, and the third preset opening threshold is less than the The second preset opening threshold.
  • the device further includes a sixth control module 90, which is used for when the vehicle is in the activated state and the master brake cylinder pressure is not greater than the first preset pressure threshold. , Increasing the engine speed threshold that needs to be reached when the clutch transmission is shifted to a preset target value.
  • the present disclosure also provides a computer-readable storage medium on which a computer program is stored, and when the program is executed by a processor, the steps of the vehicle control method described above are realized.
  • the present disclosure also provides a vehicle including the vehicle control device 100 described above.
  • the device embodiments described above are merely illustrative.
  • the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in One place, or it can be distributed to multiple network units.
  • Some or all of the modules can be selected according to actual needs to achieve the objectives of the solutions of the embodiments. Those of ordinary skill in the art can understand and implement it without creative work.
  • the various component embodiments of the present disclosure may be implemented by hardware, or by software modules running on one or more processors, or by a combination of them.
  • a microprocessor or a digital signal processor (DSP) may be used in practice to implement some or all of the functions of some or all of the components in the computing processing device according to the embodiments of the present disclosure.
  • DSP digital signal processor
  • the present disclosure can also be implemented as a device or device program (for example, a computer program and a computer program product) for executing part or all of the methods described herein.
  • Such a program for realizing the present disclosure may be stored on a computer-readable medium, or may have the form of one or more signals.
  • Such a signal can be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.
  • FIG. 8 shows a computing processing device that can implement the method according to the present disclosure.
  • the computing processing device traditionally includes a processor 1010 and a computer program product in the form of a memory 1020 or a computer readable medium.
  • the memory 1020 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read Only Memory), EPROM, hard disk, or ROM.
  • the memory 1020 has a storage space 1030 for executing program codes 1031 of any method steps in the above methods.
  • the storage space 1030 for program codes may include various program codes 1031 respectively used to implement various steps in the above method. These program codes can be read from or written into one or more computer program products.
  • These computer program products include program code carriers such as hard disks, compact disks (CDs), memory cards, or floppy disks.
  • Such a computer program product is usually a portable or fixed storage unit as described with reference to FIG. 9.
  • the storage unit may have storage segments, storage spaces, etc. arranged similarly to the memory 1020 in the computing processing device of FIG. 8.
  • the program code can be compressed in an appropriate form, for example.
  • the storage unit includes computer-readable codes 1031', that is, codes that can be read by, for example, a processor such as 1010. These codes, when run by a computing processing device, cause the computing processing device to execute the method described above. The various steps.
  • any reference signs placed between parentheses should not be constructed as a limitation to the claims.
  • the word “comprising” does not exclude the presence of elements or steps not listed in the claims.
  • the word “a” or “an” preceding an element does not exclude the presence of multiple such elements.
  • the present disclosure can be realized by means of hardware including several different elements and by means of a suitably programmed computer. In the unit claims listing several devices, several of these devices may be embodied in the same hardware item. The use of the words first, second, and third, etc. do not indicate any order. These words can be interpreted as names.

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Abstract

一种车辆控制方法，包括获取制动主缸压力和油门踏板开度；在制动主缸压力大于第一预设压力阈值，油门踏板开度不小于第一预设开度阈值，且达到制动主缸压力大于第一预设压力阈值的时刻早于达到油门踏板开度不小于第一预设开度阈值的时刻的情况下控制车辆进入弹射起步功能的激活状态，控制车辆的发动机输出目标扭矩。通过同时操作制动踏板以及油门踏板使车辆在起步之前进入弹射起步功能的激活状态，能够使车辆处于制动状态下时就可以根据油门踏板的状态提供扭矩输出，使得车辆能够以较大的动力快速起步，减少了加速时间，实现弹射起步。以及一种车辆控制装置、存储介质及车辆。

Description

车辆控制方法、装置、存储介质及车辆
相关申请的交叉引用
本公开要求在2020年04月21日提交中国专利局、申请号为202010318118.4、名称为“车辆控制方法、装置、存储介质及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及车辆领域，具体地，涉及一种车辆控制方法、装置、存储介质及车辆。
背景技术
制动踏板和油门踏板在现有的车辆中，是作为驾驶员驾驶意图识别的核心零部件，分别可以通过单侧脚踩下制动踏板以实现对车辆的制动，并通过单侧脚踩下油门踏板实现起步等。通常来说，在制动踏板被踩下的过程中以及制动踏板完全被踩下之后的情况下，会停止发动机的扭矩输出，只有在慢慢松开制动踏板的过程中，发动机的扭矩才会开始慢慢加载，当制动踏板完全松开后，车辆才会开始进入蠕行模式，开始缓慢行驶。踩下油门后，车辆识别到驾驶员的加速意图，开始按照驾驶员意图行驶。
现有技术中制动踏板和油门踏板作为两个独立的部件，分别起到制动和加速的作用，且二者被设计在同侧，驾驶员同一时间只能踩下一个，也即驾驶员在通过制动踏板制动的过程中就不能通过油门踏板输入驾驶意图，在通过油门踏板加速时的过程中也不能同时进行制动。并且，在制动踏板被踩下的情况下会禁止发动机输出扭矩，停止制动之后要恢复行驶的话，只能先进入蠕行模式，然后再通过油门踏板控制发动机慢慢增加输出扭矩来提高车速，车速增加的速度较慢。
概述
本公开的目的是提供一种车辆控制方法、装置、存储介质及车辆，能够通过同时操作制动踏板以及油门踏板来实现在车辆起步之前大大提高起步动力，以使得车辆能够以较大的动力快速起步，也即实现弹射起步的功能。
为了实现上述目的，本公开提供一种车辆控制方法，所述方法包括：
获取制动主缸压力和油门踏板开度；
在所述制动主缸压力大于第一预设压力阈值，所述油门踏板开度不小于 第一预设开度阈值，且达到所述制动主缸压力大于所述第一预设压力阈值的时刻早于达到所述油门踏板开度不小于所述第一预设开度阈值的时刻的情况下，控制所述车辆进入弹射起步功能的激活状态；
在所述车辆处于所述激活状态的情况下，根据所述油门踏板开度控制所述车辆的发动机输出目标扭矩，并根据所述制动主缸压力控制所述车辆的制动状态。
可选地，在所述控制所述车辆进入弹射起步功能的激活状态之前，所述方法还包括：
获取第一车辆状态数据。
可选地，所述控制所述车辆进入弹射起步功能的激活状态包括：
在所述第一车辆状态数据满足进入所述激活状态的所有第一预设条件的情况下，控制所述车辆进入所述弹射起步功能的激活状态；
所述第一预设条件包括以下条件中的一者或多者：
所述发动机处于运行状态，所述车辆的离合变速器挡位处于前进挡，所述车辆的车速小于第一预设车速阈值，车身电子稳定系统处于关闭状态，电子驻车制动系统状态处于关闭状态，安全带处于系紧状态，车辆动力系统无故障。
可选地，所述在所述车辆处于所述激活状态的情况下，根据所述油门踏板开度控制所述车辆的发动机输出目标扭矩，并根据所述制动主缸压力控制所述车辆的制动状态包括：
接收离合变速器发送的发动机转速限制阈值，所述发动机转速限制阈值用于保证所述车辆能够在所述制动主缸压力大于所述第一预设压力阈值的情况下保持静止；
根据所述发动机转速限制阈值和所述油门踏板开度确定所述目标扭矩，并控制所述发动机输出所述目标扭矩。
可选地，所述根据所述发动机转速限制阈值和所述油门踏板开度确定所述目标扭矩，并控制所述发动机输出所述目标扭矩包括：
根据所述发动机转速限制阈值和所述油门踏板开度确定发动机气路扭矩和发动机火路扭矩，所述发动机气路扭矩大于所述发动机火路扭矩，且所述发动机气路扭矩与所述发动机火路扭矩之差为预设扭矩阈值；
将所述发动机气路扭矩和所述发动机火路扭矩发送至所述发动机，以使所述发动机将所述发动机火路扭矩作为所述目标扭矩进行输出。
可选地，所述方法还包括：
获取第二车辆状态数据；
在所述第二车辆状态数据满足退出所述激活状态的任一第二预设条件的情况下，控制所述车辆退出所述弹射起步功能的激活状态；
所述第二预设条件包括以下条件中的一者或多者：
所述发动机未处于运行状态，所述离合变速器挡位未处于前进挡，在所述车速大于第二预设车速阈值的情况下接收到制动指令，所述车身电子稳定系统处于开启状态，所述电子驻车制动系统状态处于开启状态，所述安全带处于未系紧状态，所述车辆动力系统出现故障，所述油门踏板开度小于第二预设开度阈值，所述发动机的温度未处于预设工作温度区间内；
其中，所述第二预设开度阈值小于所述第一预设开度阈值，所述第二预设车速阈值大于所述第一预设车速阈值。
可选地，所述方法还包括：
在所述车辆进入所述激活状态后的预设时长内未移动的情况下，控制所述车辆进入所述弹射起步功能的待机状态；
在所述车辆处于所述待机状态，所述制动主缸压力不大于第二预设压力阈值，且所述油门踏板开度不大于第三预设开度阈值的情况下，控制所述车辆退出所述待机状态，其中，所述第二预设压力阈值小于所述第一预设压力阈值，所述第三预设开度阈值小于所述第二预设开度阈值。
可选地，所述方法还包括：
在所述车辆处于所述激活状态，且所述制动主缸压力不大于所述第一预设压力阈值的情况下，将所述离合变速器换挡时所需达到的发动机转速阈值提高至预设目标值。
可选地，所述方法还包括：
在所述车辆处于所述激活状态的情况下，提高所述离合变速器的安全扭矩阈值。
本公开还提供一种车辆控制装置，所述装置包括：
第一获取模块，用于获取制动主缸压力和油门踏板开度；
第一控制模块，用于在所述制动主缸压力大于第一预设压力阈值，所述油门踏板开度不小于第一预设开度阈值，且达到所述制动主缸压力大于所述第一预设压力阈值的时刻早于达到所述油门踏板开度不小于所述第一预设开度阈值的时刻的情况下，控制所述车辆进入弹射起步功能的激活状态；
第二控制模块，用于在所述车辆处于所述激活状态的情况下，根据所述油门踏板开度控制所述车辆的发动机输出目标扭矩，并根据所述制动主缸压力控制所述车辆的制动状态。
可选地，所述装置还包括：
第二获取模块，用于获取第一车辆状态数据；
所述第一控制模块，还用于在所述第一车辆状态数据满足进入所述激活状态的所有第一预设条件的情况下，控制所述车辆进入所述弹射起步功能的激活状态；
所述第一预设条件包括以下条件中的一者或多者：所述发动机处于运行状态，所述车辆的离合变速器挡位处于前进挡，所述车辆的车速小于第一预设车速阈值，所述车辆的车身电子稳定系统处于关闭状态，所述车辆的电子驻车制动系统状态处于关闭状态，所述车辆的安全带处于系紧状态，所述车辆的车辆动力系统无故障。
可选地，所述第二控制模块包括：
接收子模块，用于接收离合变速器发送的发动机转速限制阈值，所述发动机转速限制阈值用于保证所述车辆能够在所述制动主缸压力大于所述第一预设压力阈值的情况下保持静止；
控制子模块，用于根据所述发动机转速限制阈值和所述油门踏板开度确定所述目标扭矩，并控制所述发动机输出所述目标扭矩。
可选地，所述控制子模块包括：
确定子模块，用于根据所述发动机转速限制阈值和所述油门踏板开度确定发动机气路扭矩和发动机火路扭矩，所述发动机气路扭矩大于所述发动机火路扭矩，且所述发动机气路扭矩与所述发动机火路扭矩之差为预设扭矩阈值；
发动子模块，用于将所述发动机气路扭矩和所述发动机火路扭矩发送至所述发动机，以使所述发动机将所述发动机火路扭矩作为所述目标扭矩进行输出。
可选地，所述装置还包括：
第三获取模块，用于获取第二车辆状态数据；
第三控制模块，用于在所述第二车辆状态数据满足退出所述激活状态的任一第二预设条件的情况下，控制所述车辆退出所述弹射起步功能的激活状态；
所述第二预设条件包括以下条件中的一者或多者：
所述发动机未处于运行状态，所述离合变速器挡位未处于前进挡，在所述车速大于第二预设车速阈值的情况下接收到制动指令，所述车身电子稳定系统处于开启状态，所述电子驻车制动系统状态处于开启状态，所述安全带处于未系紧状态，所述车辆动力系统出现故障，所述油门踏板开度小于第二预设开度阈值，所述发动机的温度未处于预设工作温度区间内；
其中，所述第二预设开度阈值小于所述第一预设开度阈值，所述第二预设车速阈值大于所述第一预设车速阈值。
可选地，所述装置还包括：
第四控制模块，用于在所述车辆进入所述激活状态后的预设时长内未移动的情况下，控制所述车辆进入所述弹射起步功能的待机状态；
第五控制模块，用于在所述车辆处于所述待机状态，所述制动主缸压力不大于第二预设压力阈值，且所述油门踏板开度不大于第三预设开度阈值的情况下，控制所述车辆退出所述待机状态，其中，所述第二预设压力阈值小于所述第一预设压力阈值，所述第三预设开度阈值小于所述第二预设开度阈值。
可选地，所述装置还包括：
第六控制模块，用于在所述车辆处于所述激活状态，且所述制动主缸压力不大于所述第一预设压力阈值的情况下，将所述离合变速器换挡时所需达到的发动机转速阈值提高至预设目标值。
本公开还提供一种计算机可读存储介质，其上存储有计算机程序，其特征在于，该程序被处理器执行时实现以上所述方法的步骤。
本公开还提供一种车辆，包括以上所述的车辆控制装置。
本公开还提供一种计算处理设备，包括：
存储器，其中存储有计算机可读代码；以及
一个或多个处理器，当所述计算机可读代码被所述一个或多个处理器执行时，所述计算处理设备执行上述的方法。
本公开还提供一种计算机程序，包括计算机可读代码，当所述计算机可读代码在计算处理设备上运行时，导致所述计算处理设备执行上述的方法。
通过上述技术方案，驾驶员能够通过同时操作制动踏板以及油门踏板使车辆在起步之前进入弹射起步功能的激活状态，也即能够使车辆在起步之前，处于制动状态下时就可以根据油门踏板的状态提供扭矩输出，从而大大提高了起步后的动力，使得车辆能够以较大的动力快速起步，无需经过蠕行过程，减少了加速时间，从而实现弹射起步的功能。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图简述
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开，但并不构成对本公开的限制。在附图中：
图1是根据本公开一示例性实施例示出的一种车辆控制方法的流程图；
图2是根据本公开又一示例性实施例示出的一种车辆控制方法的流程图；
图3是根据本公开又一示例性实施例示出的一种车辆控制方法的流程图；
图4是根据本公开又一示例性实施例示出的一种车辆控制方法的流程图；
图5是根据本公开又一示例性实施例示出的一种车辆控制方法的流程图；
图6是根据本公开一示例性实施例示出的一种车辆控制装置的结构框图；
图7是根据本公开又一示例性实施例示出的一种车辆控制装置的结构框图；
图8示意性地示出了用于执行根据本公开的方法的计算处理设备的框图；并且
图9示意性地示出了用于保持或者携带实现根据本公开的方法的程序代码的存储单元。
详细描述
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
图1是根据本公开一示例性实施例示出的一种车辆控制方法的流程图，如图1所示，所述方法包括步骤101至步骤103。
在步骤101中，获取制动主缸压力和油门踏板开度。
在步骤102中，在所述制动主缸压力大于第一预设压力阈值，所述油门踏板开度不小于第一预设开度阈值，且达到所述制动主缸压力大于所述第一预设压力阈值的时刻早于达到所述油门踏板开度不小于所述第一预设开度阈值的时刻的情况下，控制所述车辆进入弹射起步功能的激活状态。
该制动主缸压力与该车辆的制动踏板被踩下的程度相对应，该制动主缸压力越大，该制动踏板被踩下的程度越深，也表示该制动意图更强烈。该油门踏板开度则可以体现驾驶员加速的意图。
通过对该第一预设压力阈值和该第一预设开度阈值的设定，使得在确定该制动主缸压力大于该第一预设压力阈值，且该油门踏板开度不小于第一预设开度阈值的情况下，可以判定当前的制动踏板和油门踏板都处于深踩状态。此时，对于该制动踏板和油门踏板进入深踩状态的先后顺序进行判定，也即判断驾驶员是否是先深踩了制动踏板，且在保持该制动踏板处于深踩状态的情况下，再深踩油门踏板，使得该制动主缸压力大于该第一预设压力阈值的同时，该油门踏板开度也不小于该第一预设开度阈值，且达到该制动主缸压力大于该第一预设压力阈值的时刻是早于达到该油门踏板开度不小于该第一 预设压力阈值的时刻。
在判定上述制动主缸压力和油门踏板开度的大小都满足条件，且达到上述条件的先后顺序也满足条件的情况下，则可以判定当前车辆能够进入弹射起步功能的激活状态。
在步骤103中，在所述车辆处于所述激活状态的情况下，根据所述油门踏板开度控制所述车辆的发动机输出目标扭矩，并根据所述制动主缸压力控制所述车辆的制动状态。
在进入该弹射起步功能的激活状态之后，该油门踏板和制动踏板可以同时用于控制车辆。也即，车辆能够响应于该制动主缸压力来使得车辆保持在制动状态，也能够根据该油门踏板开度来控制发动机加载该目标扭矩，该目标扭矩可以是例如对应于该油门踏板开度来确定的。
通过上述技术方案所提供的车辆控制方法，驾驶员能够通过同时操作制动踏板以及油门踏板使车辆在起步之前进入弹射起步功能的激活状态，也即能够使车辆在起步之前，处于制动状态下时就可以根据油门踏板的状态提供扭矩输出，从而大大提高了起步后的动力，使得车辆能够以较大的动力快速起步，无需经过蠕行过程，减少了加速时间，从而实现弹射起步的功能。
图2是根据本公开又一示例性实施例示出的一种车辆控制方法的流程图。如图2所示，所述方法除了包括步骤101和步骤103之外，还包括步骤201和步骤202。
在步骤201中，获取第一车辆状态数据。
在步骤202中，在满足如图1所示的步骤102中的条件之外，还需要在所述第一车辆状态数据满足进入所述激活状态的所有第一预设条件的情况下，才控制所述车辆进入所述弹射起步功能的激活状态。
其中，所述第一预设条件包括以下条件中的一者或多者：所述发动机处于运行状态，所述车辆的离合变速器挡位处于前进挡，所述车辆的车速小于第一预设车速阈值，车身电子稳定系统处于关闭状态，电子驻车制动系统状态处于关闭状态，安全带处于系紧状态，车辆动力系统无故障。
该第一车辆状态数据可以根据该第一预设条件所包括的内容来确定，例如，在该第一预设条件中包括上述所有条件的情况下，在步骤201中所获取的第一车辆状态数据应该包括发动机状态，该离合变速器挡位，车速，车身电子稳定系统(Electronic Stability Program，ESP)状态，电子驻车制动系统(Electrical Park Brake，EPB)状态，安全带状态，车辆动力系统状态。
本领域技术人员应该注意的是，无论该第一预设条件中包括上述条件中的一者或者多者，在控制车辆进入该激活状态之前，都需要保证获取到的第 一车辆状态数据能够满足该第一预设条件中的所有条件。
通过上述技术方法，能够通过该第一预设条件对第一车辆状态数据进行判断，从而在控制车辆进入该弹射起步功能的激活状态之前，进一步确保车辆当前的状态能够在保证安全的前提下实现弹射起步功能。
图3是根据本公开一示例性实施例示出的一种车辆控制方法的流程图。如图3所示，所述方法除了包括如图2所示的步骤101、步骤201和步骤202之外，还包括步骤301和步骤302。
在步骤301中，在车辆处于激活状态的情况下，接收离合变速器发送的发动机转速限制阈值。所述发动机转速限制阈值用于保证所述车辆能够在所述制动主缸压力大于所述第一预设压力阈值的情况下保持静止。
在步骤302中，根据所述发动机转速限制阈值和所述油门踏板开度确定所述目标扭矩，并控制所述发动机输出所述目标扭矩。
在控制车辆进入该弹射起步功能的激活状态之后，需要根据该制动主缸压力来控制车辆的制动状态，还需要根据油门踏板开度来控制车辆的发动机输出目标扭矩。而在车辆刚进入该激活状态时，该制动踏板和油门踏板都处于深踩状态，根据该制动主缸压力控制车辆的制动状态时，需要保证车辆在发动机输出该目标扭矩的情况下仍然保持静止。
因此，为了保证发动机输出的该目标扭矩不会在该制动踏板处于深踩状态的情况下还导致车辆出现移动，可以令该离合变速器根据当前的离合状态来确定该发动机转速限制阈值。并且，在确定该发动机的目标扭矩时，既根据该油门踏板开度，还根据该发动机转速限制阈值来进行确定，从而使得该发动机输出的该目标扭矩不会超过该发动机转速限制阈值的限制，进而就能够保证车辆在进入该弹射起步功能的激活状态之后，既能够根据油门踏板开度来控制该发动机扭矩的输出，同时还能保证该制动主缸压力对车辆的制动效果。
例如，根据该油门踏板开度直接确定的目标扭矩可以为ANm，将该目标扭矩发送至发动机之后，发动机扭矩会逐渐提高，发动机转速也会逐渐提高，而当该目标发动机转速提高至与该发动机转速限制阈值之间的差距小于预设转速值的情况下，会将该目标扭矩降低至BNm发送至发动机，从而对该发动机扭矩的上升速度以及最终的目标扭矩进行控制，从而来保证该发动机的转速无论在扭矩提升的过程中还是在达到该目标扭矩之后，都不会超过该发动机转速限制阈值。
另外，从该离合变速器接收到的该发动机转速限制阈值是根据该制动主缸压力的减小而慢慢增加的，也即，在驾驶员慢慢放开该制动踏板的过程中， 制动主缸压力也会慢慢减小，车辆的制动阻力相应也会不断减小，直到车辆动力系统驱动力超过制动阻力时，车辆开始根据已经加载好的发动机扭矩和发动机转速来快速起步。因此，随着该制动主缸压力的减小，该离合变速器也会逐渐提高该发动机转速限制阈值，以保证该发动机扭矩和该发动机转速也能够随着制动主缸压力的减小而得到提高，从而在该车辆起步时能够达到预期，以实现车辆的弹射起步。
上述离合变速器可以为任意型号的离合变速器，只要是能够实现对车辆离合进行控制，并根据该制动主缸压力输出相应的发动机转速限制阈值的功能即可。
在一种可能的实施方式中，如图3所示的步骤302中根据所述发动机转速限制阈值和所述油门踏板开度确定所述目标扭矩，并控制所述发动机输出所述目标扭矩包括：根据所述发动机转速限制阈值和所述油门踏板开度确定发动机气路扭矩和发动机火路扭矩，所述发动机气路扭矩大于所述发动机火路扭矩，且所述发动机气路扭矩与所述发动机火路扭矩之差为预设扭矩阈值；将所述发动机气路扭矩和所述发动机火路扭矩发送至所述发动机，以使所述发动机将所述发动机火路扭矩作为所述目标扭矩进行输出。
也即，在控制车辆发动机输出该目标扭矩时，会向发动机发送发动机气路扭矩和发动机火路扭矩两个扭矩值，该发动机气路扭矩可以是用于控制例如节气门的开度，该发动机火路扭矩可以是用于控制该点火提前角的大小，该发动机实际执行的目标扭矩为该发动机火路扭矩。通过根据该大于发动机火路扭矩的发动机气路扭矩来对发动机进行控制，能够促进该发动机的实际扭矩能够更加快速地达到该目标扭矩，也即该发动机火路扭矩，进而能够使得该车辆在进入该弹射起步功能的激活状态之后，发动机能够在更短的时间内完成扭矩的加载，以保证弹射起步时所需的动力。
该发动机气路扭矩与该发动机火路扭矩之差的预设扭矩阈值可以为例如50Nm。
图4是根据本公开又一示例性实施例示出的一种车辆控制方法的流程图。如图4所示，所述方法还包括步骤401和步骤402。
在步骤401中，获取第二车辆状态数据。
在步骤402中，在所述第二车辆状态数据满足退出所述激活状态的任一第二预设条件的情况下，控制所述车辆退出所述弹射起步功能的激活状态。
其中，所述第二预设条件包括以下条件中的一者或多者：所述发动机未处于运行状态，所述离合变速器挡位未处于前进挡，在所述车速大于第二预设车速阈值的情况下接收到制动指令，所述车身电子稳定系统处于开启状态， 所述电子驻车制动系统状态处于开启状态，所述安全带处于未系紧状态，所述车辆动力系统出现故障，所述油门踏板开度小于第二预设开度阈值，所述发动机的温度未处于预设工作温度区间内；其中，所述第二预设开度阈值小于所述第一预设开度阈值，所述第二预设车速阈值大于所述第一预设车速阈值。
该第二车辆状态数据可以包括上述第二预设条件所包括的所有条件所对应的车辆状态数据，也可以仅包括其中的部分条件所对应的车辆状态数据。在根据该第二车辆状态数据判断是否满足退出该激活状态的条件之前，只要该第二车辆状态数据中的任意一个车辆状态数据满足了上述第二预设条件中的条件，都可以控制车辆退出该激活状态。
另外，上述第一预设开度阈值在该第一预设条件中可以为例如100％，也即油门踏板开度不小于100％的情况下才能满足进入激活状态之前该油门踏板开度的状态。该第二预设开度阈值在该第二预设条件中可以为例如90％，例如，车辆已经在该弹射起步功能的激活状态下起步成功了，在起步之后的正常行驶过程中，车辆无需一直进行加速，驾驶员便可以松开油门，进行正常的车辆驾驶，这种情况下，可以根据该油门踏板开度与该第二预设开度阈值的大小关系来控制退出该弹射起步功能的激活状态。在另一种情况中，在车辆已经进入弹射起步功能的激活状态中之后，驾驶员不在需要进行弹射起步，则可以通过松开油门踏板的方式减小油门踏板开度，以控制车辆退出该激活状态。
在退出该弹射起步功能的激活状态之后，车辆不会再同时根据油门踏板开度和制动主缸压力同时对车辆进行控制，只能如背景技术中所述缓慢起步。
图5是根据本公开又一示例性实施例示出的一种车辆控制方法的流程图。如图5所示，所述方法还包括步骤501和步骤502。
在步骤501中，在所述车辆进入所述激活状态后的预设时长内未移动的情况下，控制所述车辆进入所述弹射起步功能的待机状态。
在步骤502中，在所述车辆处于所述待机状态，所述制动主缸压力不大于第二预设压力阈值，且所述油门踏板开度不大于第三预设开度阈值的情况下，控制所述车辆退出所述待机状态，其中，所述第二预设压力阈值小于所述第一预设压力阈值，所述第三预设开度阈值小于所述第二预设开度阈值。
在车辆由于处于该激活状态的时长超过该预设时长而进入该弹射起步功能的待机状态之后，车辆也不会再同时根据油门踏板开度以及该制动主缸压力同时对车辆进行控制，并且，也无法直接根据如图2所述的步骤202来对车辆是否满足进入弹射起步功能的激活状态进行判断，仅仅只能对该制动主 缸压力和该油门踏板开度进行判断，在确定该制动主缸压力和该油门踏板开度满足退出该待机状态的条件之后，先退出该待机状态，之后才能够在判断满足进入该弹射起步功能的激活状态的条件时，控制车辆进入该激活状态。
若车辆进入该弹射起步功能的待机状态之后，该制动主缸压力和该油门踏板开度一直没有满足上述不大于第二预设压力阈值以及不大于第三预设开度阈值的条件，则车辆就无法再次实现该弹射起步，仅只能根据制动踏板和该油门踏板来分别对车辆进行常规的控制。
可以通过对上述第二预设压力阈值和该第三预设开度阈值的设置，使得退出该弹射起步功能的待机状态的条件为该只多功能踏板和该油门踏板全部松开。例如，可以将该第二预设压力阈值和该第三预设开度阈值都设置为0％。
在一种可能的实施方式中，所述车辆控制方法还包括：在所述车辆处于所述激活状态，且所述制动主缸压力不大于所述第一预设压力阈值的情况下，将所述离合变速器换挡时所需达到的发动机转速阈值提高至预设目标值。在该车辆处于该弹射起步功能的激活状态，且该制动主缸压力不大于该第一预设压力阈值的情况下，说明驾驶员已经松开了深踩的制动踏板，降低了制动主缸压力，准备开始实现弹射起步了。在车辆起步时，车辆所处的挡位一般都为低档位，且在能够实现自动换挡的车辆中，会根据车辆发动机转速来确定需要切换的挡位。
因此，为了能够使得车辆在实现弹射起步时能够在保持在低档位的状态下获取到更加足够的动力，因此将该离合变速器实现自动换挡时所需达到的该该发动机转速阈值临时提高，从而使得车辆在弹射起步时能够保持在低档位不换挡的状态下达到更高的发动机转速，从而获得更高的起步动力。该发动机转速阈值对应的预设目标值可以根据实际车辆的情况来确定。而在退出该弹射起步功能的激活状态之后，该被提高的换挡点的发动机转速阈值会恢复为正常的数值。
在一种可能的实施方式中，该离合变速器在车辆处于该激活状态的情况下，还会提高安全扭矩阈值，以免在弹射起步的过程中，由于发动机扭矩过大，而被该离合变速器识别为安全故障。
图6是根据本公开一示例性实施例示出的一种车辆控制装置100的结构框图。如图6所示，所述装置100包括：第一获取模块10，用于获取制动主缸压力和油门踏板开度；第一控制模块20，用于在所述制动主缸压力大于第一预设压力阈值，所述油门踏板开度不小于第一预设开度阈值，且达到所述制动主缸压力大于所述第一预设压力阈值的时刻早于达到所述油门踏板开度不小于所述第一预设开度阈值的时刻的情况下，控制所述车辆进入弹射起步 功能的激活状态；第二控制模块30，用于在所述车辆处于所述激活状态的情况下，根据所述油门踏板开度控制所述车辆的发动机输出目标扭矩，并根据所述制动主缸压力控制所述车辆的制动状态。
通过上述技术方案所提供的车辆控制装置，驾驶员能够通过同时操作制动踏板以及油门踏板使车辆在起步之前进入弹射起步功能的激活状态，也即能够使车辆在起步之前，处于制动状态下时就可以根据油门踏板的状态提供扭矩输出，从而大大提高了起步后的动力，使得车辆能够以较大的动力快速起步，无需经过蠕行过程，减少了加速时间，从而实现弹射起步的功能。
图7是根据本公开又一示例性实施例示出的一种车辆控制装置的结构框图。如图7所示，所述装置还包括：第二获取模块40，用于获取第一车辆状态数据；所述第一控制模块20还用于在所述第一车辆状态数据满足进入所述激活状态的所有第一预设条件的情况下，控制所述车辆进入所述弹射起步功能的激活状态；所述第一预设条件包括以下条件中的一者或多者：所述发动机处于运行状态，所述车辆的离合变速器挡位处于前进挡，所述车辆的车速小于第一预设车速阈值，车身电子稳定系统处于关闭状态，电子驻车制动系统状态处于关闭状态，安全带处于系紧状态，车辆动力系统无故障。
如图7所示，所述第二控制模块30包括：接收子模块301，用于接收离合变速器发送的发动机转速限制阈值，所述发动机转速限制阈值用于保证所述车辆能够在所述制动主缸压力大于所述第一预设压力阈值的情况下保持静止；控制子模块302，用于根据所述发动机转速限制阈值和所述油门踏板开度确定所述目标扭矩，并控制所述发动机输出所述目标扭矩。
如图7所示，所述控制子模块302包括：确定子模块3021，用于根据所述发动机转速限制阈值和所述油门踏板开度确定发动机气路扭矩和发动机火路扭矩，所述发动机气路扭矩大于所述发动机火路扭矩，且所述发动机气路扭矩与所述发动机火路扭矩之差为预设扭矩阈值；发动子模块3022，用于将所述发动机气路扭矩和所述发动机火路扭矩发送至所述发动机，以使所述发动机将所述发动机火路扭矩作为所述目标扭矩进行输出。
如图7所示，所述装置还包括第三获取模块50，用于获取第二车辆状态数据；第三控制模块60，用于在所述第二车辆状态数据满足退出所述激活状态的任一第二预设条件的情况下，控制所述车辆退出所述弹射起步功能的激活状态；所述第二预设条件包括以下条件中的一者或多者：所述发动机未处于运行状态，所述离合变速器挡位未处于前进挡，在所述车速大于第二预设车速阈值的情况下接收到制动指令，所述车身电子稳定系统处于开启状态，所述电子驻车制动系统状态处于开启状态，所述安全带处于未系紧状态，所 述车辆动力系统出现故障，所述油门踏板开度小于第二预设开度阈值，所述发动机的温度未处于预设工作温度区间内；其中，所述第二预设开度阈值小于所述第一预设开度阈值，所述第二预设车速阈值大于所述第一预设车速阈值。
如图7所示，所述装置还包括第四控制模块70，用于在所述车辆进入所述激活状态后的预设时长内未移动的情况下，控制所述车辆进入所述弹射起步功能的待机状态；第五控制模块80，用于在所述车辆处于所述待机状态，所述制动主缸压力不大于第二预设压力阈值，且所述油门踏板开度不大于第三预设开度阈值的情况下，控制所述车辆退出所述待机状态，其中，所述第二预设压力阈值小于所述第一预设压力阈值，所述第三预设开度阈值小于所述第二预设开度阈值。
如图7所示，所述装置还包括第六控制模块90，用于在所述车辆处于所述激活状态，且所述制动主缸压力不大于所述第一预设压力阈值的情况下，将所述离合变速器换挡时所需达到的发动机转速阈值提高至预设目标值。
本领域的技术人员可以清楚地了解到，为描述的方便和简洁，仅以上述各功能模块的划分进行举例说明，实际应用中，可以根据需要而将上述功能分配由不同的功能模块完成，即将装置的内部结构划分成不同的功能模块，以完成以上描述的全部或者部分功能。上述描述功能模块的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
本公开还提供一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现以上所述的车辆控制方法的步骤。
本公开还提供一种车辆，包括以上所述的车辆控制装置100。
以上所描述的装置实施例仅仅是示意性的，其中所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性的劳动的情况下，即可以理解并实施。
本公开的各个部件实施例可以以硬件实现，或者以在一个或者多个处理器上运行的软件模块实现，或者以它们的组合实现。本领域的技术人员应当理解，可以在实践中使用微处理器或者数字信号处理器(DSP)来实现根据本公开实施例的计算处理设备中的一些或者全部部件的一些或者全部功能。本公开还可以实现为用于执行这里所描述的方法的一部分或者全部的设备或者装置程序(例如，计算机程序和计算机程序产品)。这样的实现本公开的程 序可以存储在计算机可读介质上，或者可以具有一个或者多个信号的形式。这样的信号可以从因特网网站上下载得到，或者在载体信号上提供，或者以任何其他形式提供。
例如，图8示出了可以实现根据本公开的方法的计算处理设备。该计算处理设备传统上包括处理器1010和以存储器1020形式的计算机程序产品或者计算机可读介质。存储器1020可以是诸如闪存、EEPROM(电可擦除可编程只读存储器)、EPROM、硬盘或者ROM之类的电子存储器。存储器1020具有用于执行上述方法中的任何方法步骤的程序代码1031的存储空间1030。例如，用于程序代码的存储空间1030可以包括分别用于实现上面的方法中的各种步骤的各个程序代码1031。这些程序代码可以从一个或者多个计算机程序产品中读出或者写入到这一个或者多个计算机程序产品中。这些计算机程序产品包括诸如硬盘，紧致盘(CD)、存储卡或者软盘之类的程序代码载体。这样的计算机程序产品通常为如参考图9所述的便携式或者固定存储单元。该存储单元可以具有与图8的计算处理设备中的存储器1020类似布置的存储段、存储空间等。程序代码可以例如以适当形式进行压缩。通常，存储单元包括计算机可读代码1031’，即可以由例如诸如1010之类的处理器读取的代码，这些代码当由计算处理设备运行时，导致该计算处理设备执行上面所描述的方法中的各个步骤。
在权利要求中，不应将位于括号之间的任何参考符号构造成对权利要求的限制。单词“包含”不排除存在未列在权利要求中的元件或步骤。位于元件之前的单词“一”或“一个”不排除存在多个这样的元件。本公开可以借助于包括有若干不同元件的硬件以及借助于适当编程的计算机来实现。在列举了若干装置的单元权利要求中，这些装置中的若干个可以是通过同一个硬件项来具体体现。单词第一、第二、以及第三等的使用不表示任何顺序。可将这些单词解释为名称。
以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (20)

  1. 一种车辆控制方法，其特征在于，所述方法包括：
    获取制动主缸压力和油门踏板开度；
    在所述制动主缸压力大于第一预设压力阈值，所述油门踏板开度不小于第一预设开度阈值，且达到所述制动主缸压力大于所述第一预设压力阈值的时刻早于达到所述油门踏板开度不小于所述第一预设开度阈值的时刻的情况下，控制所述车辆进入弹射起步功能的激活状态；
    在所述车辆处于所述激活状态的情况下，根据所述油门踏板开度控制所述车辆的发动机输出目标扭矩，并根据所述制动主缸压力控制所述车辆的制动状态。
  2. 根据权利要求1所述的方法，其特征在于，在所述控制所述车辆进入弹射起步功能的激活状态之前，所述方法还包括：
    获取第一车辆状态数据。
  3. 根据权利要求2所述的方法，其特征在于，所述控制所述车辆进入弹射起步功能的激活状态包括：
    在所述第一车辆状态数据满足进入所述激活状态的所有第一预设条件的情况下，控制所述车辆进入所述弹射起步功能的激活状态；
    所述第一预设条件包括以下条件中的一者或多者：
    所述发动机处于运行状态，所述车辆的离合变速器挡位处于前进挡，所述车辆的车速小于第一预设车速阈值，所述车辆的车身电子稳定系统处于关闭状态，所述车辆的电子驻车制动系统状态处于关闭状态，所述车辆的安全带处于系紧状态，以及所述车辆的车辆动力系统无故障。
  4. 根据权利要求1或2所述的方法，其特征在于，所述在所述车辆处于所述激活状态的情况下，根据所述油门踏板开度控制所述车辆的发动机输出目标扭矩，并根据所述制动主缸压力控制所述车辆的制动状态包括：
    接收离合变速器发送的发动机转速限制阈值，所述发动机转速限制阈值用于保证所述车辆能够在所述制动主缸压力大于所述第一预设压力阈值的情况下保持静止；
    根据所述发动机转速限制阈值和所述油门踏板开度确定所述目标扭矩，并控制所述发动机输出所述目标扭矩。
  5. 根据权利要求4所述的方法，其特征在于，所述根据所述发动机转速限制阈值和所述油门踏板开度确定所述目标扭矩，并控制所述发动机输出所述目标扭矩包括：
    根据所述发动机转速限制阈值和所述油门踏板开度确定发动机气路扭矩 和发动机火路扭矩，所述发动机气路扭矩大于所述发动机火路扭矩，且所述发动机气路扭矩与所述发动机火路扭矩之差为预设扭矩阈值；
    将所述发动机气路扭矩和所述发动机火路扭矩发送至所述发动机，以使所述发动机将所述发动机火路扭矩作为所述目标扭矩进行输出。
  6. 根据权利要求3所述的方法，其特征在于，所述方法还包括：
    获取第二车辆状态数据；
    在所述第二车辆状态数据满足退出所述激活状态的任一第二预设条件的情况下，控制所述车辆退出所述弹射起步功能的激活状态；
    所述第二预设条件包括以下条件中的一者或多者：
    所述发动机未处于运行状态，所述离合变速器挡位未处于前进挡，在所述车速大于第二预设车速阈值的情况下接收到制动指令，所述车身电子稳定系统处于开启状态，所述电子驻车制动系统状态处于开启状态，所述安全带处于未系紧状态，所述车辆动力系统出现故障，所述油门踏板开度小于第二预设开度阈值，所述发动机的温度未处于预设工作温度区间内；
    其中，所述第二预设开度阈值小于所述第一预设开度阈值，所述第二预设车速阈值大于所述第一预设车速阈值。
  7. 根据权利要求1或2所述的方法，其特征在于，所述方法还包括：
    在所述车辆进入所述激活状态后的预设时长内未移动的情况下，控制所述车辆进入所述弹射起步功能的待机状态；
    在所述车辆处于所述待机状态，所述制动主缸压力不大于第二预设压力阈值，且所述油门踏板开度不大于第三预设开度阈值的情况下，控制所述车辆退出所述待机状态，
    其中，所述第二预设压力阈值小于所述第一预设压力阈值，所述第三预设开度阈值小于所述第二预设开度阈值。
  8. 根据权利要求1或2所述的方法，其特征在于，所述方法还包括：
    在所述车辆处于所述激活状态，且所述制动主缸压力不大于所述第一预设压力阈值的情况下，将所述离合变速器换挡时所需达到的发动机转速阈值提高至预设目标值。
  9. 根据权利要求8所述的方法，其特征在于，所述方法还包括：
    在所述车辆处于所述激活状态的情况下，提高所述离合变速器的安全扭矩阈值。
  10. 一种车辆控制装置，其特征在于，所述装置包括：
    第一获取模块，用于获取制动主缸压力和油门踏板开度；
    第一控制模块，用于在所述制动主缸压力大于第一预设压力阈值，所述 油门踏板开度不小于第一预设开度阈值，且达到所述制动主缸压力大于所述第一预设压力阈值的时刻早于达到所述油门踏板开度不小于所述第一预设开度阈值的时刻的情况下，控制所述车辆进入弹射起步功能的激活状态；
    第二控制模块，用于在所述车辆处于所述激活状态的情况下，根据所述油门踏板开度控制所述车辆的发动机输出目标扭矩，并根据所述制动主缸压力控制所述车辆的制动状态。
  11. 根据权利要求10所述的装置，其特征在于，所述装置还包括：
    第二获取模块，用于获取第一车辆状态数据；
    所述第一控制模块，还用于在所述第一车辆状态数据满足进入所述激活状态的所有第一预设条件的情况下，控制所述车辆进入所述弹射起步功能的激活状态；
    所述第一预设条件包括以下条件中的一者或多者：所述发动机处于运行状态，所述车辆的离合变速器挡位处于前进挡，所述车辆的车速小于第一预设车速阈值，所述车辆的车身电子稳定系统处于关闭状态，所述车辆的电子驻车制动系统状态处于关闭状态，所述车辆的安全带处于系紧状态，所述车辆的车辆动力系统无故障。
  12. 根据权利要求11所述的装置，其特征在于，所述第二控制模块包括：
    接收子模块，用于接收离合变速器发送的发动机转速限制阈值，所述发动机转速限制阈值用于保证所述车辆能够在所述制动主缸压力大于所述第一预设压力阈值的情况下保持静止；
    控制子模块，用于根据所述发动机转速限制阈值和所述油门踏板开度确定所述目标扭矩，并控制所述发动机输出所述目标扭矩。
  13. 根据权利要求12所述的装置，其特征在于，所述控制子模块包括：
    确定子模块，用于根据所述发动机转速限制阈值和所述油门踏板开度确定发动机气路扭矩和发动机火路扭矩，所述发动机气路扭矩大于所述发动机火路扭矩，且所述发动机气路扭矩与所述发动机火路扭矩之差为预设扭矩阈值；
    发动子模块，用于将所述发动机气路扭矩和所述发动机火路扭矩发送至所述发动机，以使所述发动机将所述发动机火路扭矩作为所述目标扭矩进行输出。
  14. 根据权利要求11所述的装置，其特征在于，所述装置还包括：
    第三获取模块，用于获取第二车辆状态数据；
    第三控制模块，用于在所述第二车辆状态数据满足退出所述激活状态的任一第二预设条件的情况下，控制所述车辆退出所述弹射起步功能的激活状 态；
    所述第二预设条件包括以下条件中的一者或多者：
    所述发动机未处于运行状态，所述离合变速器挡位未处于前进挡，在所述车速大于第二预设车速阈值的情况下接收到制动指令，所述车身电子稳定系统处于开启状态，所述电子驻车制动系统状态处于开启状态，所述安全带处于未系紧状态，所述车辆动力系统出现故障，所述油门踏板开度小于第二预设开度阈值，所述发动机的温度未处于预设工作温度区间内；
    其中，所述第二预设开度阈值小于所述第一预设开度阈值，所述第二预设车速阈值大于所述第一预设车速阈值。
  15. 根据权利要求10所述的装置，其特征在于，所述装置还包括：
    第四控制模块，用于在所述车辆进入所述激活状态后的预设时长内未移动的情况下，控制所述车辆进入所述弹射起步功能的待机状态；
    第五控制模块，用于在所述车辆处于所述待机状态，所述制动主缸压力不大于第二预设压力阈值，且所述油门踏板开度不大于第三预设开度阈值的情况下，控制所述车辆退出所述待机状态，其中，所述第二预设压力阈值小于所述第一预设压力阈值，所述第三预设开度阈值小于所述第二预设开度阈值。
  16. 根据权利要求10所述的装置，其特征在于，所述装置还包括：
    第六控制模块，用于在所述车辆处于所述激活状态，且所述制动主缸压力不大于所述第一预设压力阈值的情况下，将所述离合变速器换挡时所需达到的发动机转速阈值提高至预设目标值。
  17. 一种计算机可读存储介质，其上存储有计算机程序，其特征在于，该程序被处理器执行时实现权利要求1-9中任一项所述方法的步骤。
  18. 一种车辆，其特征在于，包括权利要求10-16中任一项所述的车辆控制装置。
  19. 一种计算处理设备，其特征在于，包括：
    存储器，其中存储有计算机可读代码；以及
    一个或多个处理器，当所述计算机可读代码被所述一个或多个处理器执行时，所述计算处理设备执行如权利要求1-9中任一项所述的方法。
  20. 一种计算机程序，包括计算机可读代码，当所述计算机可读代码在计算处理设备上运行时，导致所述计算处理设备执行根据权利要求1-9中任一项所述的方法。
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