WO2023000610A1

WO2023000610A1 - Vehicle control method and apparatus, device, and medium

Info

Publication number: WO2023000610A1
Application number: PCT/CN2021/140740
Authority: WO
Inventors: 李洁辰
Original assignee: 上海洛轲智能科技有限公司
Priority date: 2021-07-23
Filing date: 2021-12-23
Publication date: 2023-01-26
Also published as: CN113415281B; CN113415281A

Abstract

A vehicle control method and apparatus, a device, and a medium. The control method comprises: being applied to a vehicle, the vehicle comprising at least two drive shafts; acquiring a driving state value, a total driving torque, and a preset torque of each of the at least two drive shafts of the vehicle at a first moment; if the driving state value satisfies a preset condition, determining a target torque of the at least two drive shafts at a second moment according to the total driving torque and the preset torque; and at the second moment, controlling the at least two drive shafts of an electric vehicle to rotate according to the target torque.

Description

Vehicle control method, device, equipment and medium

Cross References to Related Applications

This application claims priority to Chinese patent application 202110838526.7 filed on July 23, 2021, the entire contents of which are incorporated herein by reference.

technical field

The present application belongs to the field of vehicles, and in particular relates to a vehicle control method, device, equipment and medium.

Background technique

In real life, when the vehicle is running, there is a transmission gap in the gear transmission system during the transmission of power, so that when the vehicle has a relatively intense driving behavior, for example, suddenly changing the speed or changing the driving direction, Switching between positive and negative torque of the motor will cause the torque to cross zero.

However, when the torque zero-crossing control time is too long, the vibration and impact of the transmission system will be smaller, and the accelerator and brake will respond too slowly. When the torque zero-crossing control time is shorter, The more responsive the accelerator and brakes are, the more jitter and shock the drivetrain will experience. It can be seen that the vibration and shock generated by the transmission system and the response speed of the accelerator or brake cannot be taken into account at the same time when the vehicle is driving.

Contents of the invention

The embodiments of the present application provide a vehicle control method, device, equipment, and medium, which can avoid the problem of too slow accelerator or brake response while avoiding excessive vibration and shock generated by the transmission system.

In the first aspect, the embodiment of the present application provides a vehicle control method, the method includes: applying to a vehicle, the vehicle includes at least two drive shafts; The respective preset torques of the axles; when the driving state value satisfies the preset conditions, determine the target torques of at least two drive shafts at the second moment according to the total driving torque and the preset torque; at the second moment, control according to the target torque At least two drive shafts of the electric vehicle rotate.

In some embodiments of the first aspect, the predetermined torque is characterized by the torque of each of the at least two drive shafts to keep tooth surfaces in contact.

In some embodiments of the first aspect, the driving state value includes at least one of the average pedal depression depth value, the average acceleration of the vehicle, and the average rotation angle of the steering wheel of the vehicle within a preset period of time.

In some embodiments of the first aspect, determining the target torques of the at least two drive shafts at the second moment according to the total driving torque and the preset torque includes: determining the gear shift state of the vehicle according to the total driving torque and the preset torque, wherein , the shift state includes a deceleration state and an acceleration state; according to the shift state, the total driving torque and the preset torque, the target torques of at least two drive shafts at the second moment are determined.

In some embodiments of the first aspect, determining the gear shift state of the vehicle according to the total driving torque and the preset torque includes: determining that the vehicle is in a deceleration state when the total driving torque is less than the sum of the preset torques; determining that the total driving torque is not less than When the sum of the preset torques is reached, the vehicle is under acceleration.

In some embodiments of the first aspect, the at least two driving shafts include a first driving shaft and at least one second driving shaft; The target torque includes: when the vehicle is in a deceleration state, determining the first preset torque as the target torque of the first drive shaft, and the difference between the total drive torque and the first preset torque as the target torque of the second drive shaft; When the vehicle is in an acceleration state, the second preset torque is determined to be the target torque of the second drive shaft, and the difference between the total drive torque and the second preset torque is the target torque of the first drive shaft; wherein, the first drive shaft The target torque is positive or negative and the second drive axis is negative or positive.

In some embodiments of the first aspect, the method further includes: in the case that the driving state value does not meet the preset condition, according to the total driving torque, and the preset parameter or the preset zero-crossing torque, determine that at least two drive shafts are The target torque at the third moment; at the third moment, at least two driving shafts are controlled to rotate according to the target torque.

In some embodiments of the first aspect, the at least two drive shafts include a first drive shaft and a second drive shaft, and according to the total drive torque, and a preset parameter or a preset zero-crossing torque, it is determined that the at least two drive shafts The target torque at three moments includes: when the total driving torque is not zero, determining the first torque as the target torque of the first drive shaft, and determining the difference between the total drive torque and the first torque as the target torque of the second drive shaft, Wherein, the first torque is the product of the preset parameter and the total driving torque; when the total driving torque is zero, it is determined that the first preset zero-crossing torque is the target torque of the first drive shaft, and the second preset zero-crossing torque is is the target torque of the second drive shaft.

In some embodiments of the first aspect, the preset zero-crossing torque is used to maintain rotation of at least two drive shafts when the total drive torque is zero.

In some embodiments of the first aspect, the driving state value of the vehicle at the fourth moment is acquired, wherein the fourth moment is later than the third moment; when the driving state value at the fourth moment satisfies the preset condition, according to the overall The driving torque and the preset torque determine the target torques of the at least two driving shafts at the next moment.

In some embodiments of the first aspect, the driving state value of the vehicle at the fifth moment is acquired, and the fifth moment is later than the second moment; The torque, and the preset parameter or the preset zero-crossing torque determine the target torques of at least two drive shafts at the next moment.

In some embodiments of the first aspect, the first drive shaft includes at least one drive shaft, the second drive shaft includes at least one drive shaft, and the sum of the number of drive shafts included in the first drive shaft and the second drive shaft is at least two number of drive shafts.

In the second aspect, the embodiment of the present application provides a control device for a vehicle, which is applied to a vehicle, and the vehicle includes at least two drive shafts, including: an acquisition module, used to acquire the driving state value and the total driving torque of the vehicle at the first moment and respective preset torques of at least two drive shafts; a determination module configured to determine target torques of at least two drive shafts at a second moment according to the total drive torque and the preset torque when the driving state value satisfies a preset condition ; The control module is used to control the rotation of at least two driving shafts of the electric vehicle according to the target torque at the second moment.

In a third aspect, there is provided a control device for a vehicle, including: a memory for storing programs or instructions; a processor for reading and running the programs or instructions stored in the memory, so as to execute the first aspect and the second aspect A method for controlling a vehicle provided in any optional embodiment.

In a fourth aspect, a storage medium is provided, on which a program or instruction is stored, and when the program or instruction is executed by a processor, the vehicle control method provided in any optional implementation manner in the first aspect and the second aspect is implemented.

The technical solutions provided by the embodiments of the present application bring at least the following beneficial effects:

In the embodiment of the present application, during the driving process of the vehicle, the driving state value of the vehicle at the first moment, the total driving torque and the respective preset torques of at least two drive shafts are obtained, so that the driving state value of the vehicle meets the preset In the case of certain conditions, the target torques of the at least two drive shafts at the second moment are determined according to the total drive torque and the preset torque, so that at the second moment, at least two drive shafts of the vehicle are controlled to rotate according to the target torque, so that the vehicle Drive normally.

Description of drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the accompanying drawings that need to be used in the embodiments of the present application. Additional figures can be derived from these figures.

Fig. 1 is a schematic diagram of the principle of a torque zero-crossing phenomenon provided by the embodiment of the present application;

Fig. 2 is a schematic diagram of the principle of another torque zero-crossing phenomenon provided by the embodiment of the present application;

Fig. 3 is a schematic flow chart of a vehicle control method provided by an embodiment of the present application;

Fig. 4 is a schematic diagram of the principle of a vehicle control method provided by an embodiment of the present application;

Fig. 5 is a schematic flowchart of another vehicle control method provided by the embodiment of the present application;

Fig. 6 is a schematic flowchart of another vehicle control method provided by the embodiment of the present application;

Fig. 7 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application;

Fig. 8 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present application.

detailed description

The characteristics and exemplary embodiments of various aspects of the application will be described in detail below. In order to make the purpose, technical solution and advantages of the application clearer, the application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described here are only intended to explain the present application rather than limit the present application. It will be apparent to one skilled in the art that the present application may be practiced without some of these specific details. The following description of the embodiments is only to provide a better understanding of the present application by showing examples of the present application.

It should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is a relationship between these entities or operations. There is no such actual relationship or order between them. Furthermore, the term "comprises", "comprises" or any other variation thereof is intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus comprising a set of elements includes not only those elements, but also includes elements not expressly listed. other elements of or also include elements inherent in such a process, method, article, or apparatus. Without further limitations, an element defined by the statement "comprising..." does not exclude the presence of additional identical elements in the process, method, article or device that includes the element.

The term "and/or" in this article is just an association relationship describing associated objects, which means that there can be three relationships, for example, A and/or B can mean: A exists alone, A and B exist simultaneously, and there exists alone B these three situations.

In real life, the vehicle transmits the power generated by the electric motor to the drive shaft of the vehicle through the transmission system, so as to drive the vehicle to drive normally. Specifically, the vehicle transmits power through the gears in the transmission system. Generally, the transmission system includes driving wheels and driven wheels. As shown in FIG. 1 , the figure includes a driving wheel 10 and a driven wheel 20 , wherein the driving wheel 10 includes a plurality of driving wheel teeth 11 , and the driven wheel 20 includes a plurality of driven wheel teeth 12 .

As shown in Figure 1, when the driving wheel drives the driven wheel to rotate upward, the gears of the driving wheel and the driven wheel will mesh on the lower side, and there will be a gap on the upper side. If the vehicle suddenly changes speed or the driving direction suddenly changes at this time, the driving wheel will drive the driven wheel to rotate in the opposite direction. At this time, the positive and negative torque of the motor will also switch, and the torque will cross zero.

The actual situation is shown in Figure 2. At time _t1 , since the torque corresponding to the first drive shaft and the second drive shaft will be zero successively, so that the total drive torque is approximately zero at this time, that is, the torque is too high. zero. The curve represented by T in Figure 2 is an ideal change curve of the total driving torque, because at the moment when the total driving torque is zero, an additional torque needs to be provided to switch the positive and negative torque of the motor, and then control the drive shaft The normal rotation of the drive system also leads to a difference between the total drive torque curve T _Act and T obtained in real time. If the slope of the total drive torque curve T _Act changes too quickly, the transmission system will generate large vibrations and shocks. If the slope changes too slowly, it will cause the accelerator or brake to respond too slowly.

To sum up, in order to solve the problem in the related art that it is impossible to avoid excessive vibration and shock generated by the transmission system while avoiding too slow response of the accelerator and brake during the driving process of the vehicle, the embodiment of the present application provides a vehicle Control methods, devices, equipment and media.

The vehicle control method and electronic equipment provided in the embodiments of the present application will be described in detail below through specific embodiments and application scenarios with reference to the accompanying drawings.

The vehicle control method provided in this application can be applied to a scenario where the driving state of the vehicle changes during driving. In addition, the vehicle control method provided in the embodiment of the present application may be executed by a vehicle control device, or a part of modules in the vehicle control device for executing the vehicle control method. In the embodiment of the present application, the vehicle control method performed by the vehicle control device is taken as an example to illustrate the vehicle control method provided in the embodiment of the present application.

Fig. 3 is a schematic flowchart of a vehicle control method provided by an embodiment of the present application.

As shown in Figure 3, the control method of the vehicle may include the following steps:

S310. Obtain the driving state value of the vehicle at the first moment, the total driving torque, and the respective preset torques of at least two drive shafts.

Wherein, the vehicle may include electric vehicles, solar electric vehicles and other vehicles with electric motors. The vehicle includes at least two drive axles. The driving state value is used to represent the driving state of the vehicle during driving. Total drive torque is characterized as the moment that causes at least two drive shafts to turn during driving of the vehicle. The preset torque is the torque for the at least two drive shafts to keep the tooth surfaces in contact, and the preset torques of the at least two drive shafts can be the same or different. In addition, what needs to be known is that the magnitude of the total driving torque and the preset torque varies with the driving state of the vehicle.

Specifically, the driving state value of the vehicle at the first moment and the respective preset torques of the at least two drive shafts may be acquired through signals collected in real time. The total drive torque is obtained based on the pressure of the accelerator pedal in the event of the accelerator being pressed to start the vehicle, or in the case of the vehicle being accelerated. With the vehicle decelerating, the total drive torque is obtained based on the applied brake pressure. In the case of vehicle coasting, the total driving torque can be obtained by collecting signals.

In some embodiments, the driving state value includes at least one of the average pedal depression value, the average acceleration of the vehicle, and the average rotation angle of the steering wheel of the vehicle within a preset period of time.

Wherein, the preset time period is a time period preset based on actual needs or experience, and the preset time period may be one minute, five minutes, etc., and is not specifically limited here. Depressing the pedals includes the accelerator pedal and the brake pedal, that is, the accelerator and brake of the vehicle.

In addition, the data that can judge the driving state derived from the depth of the pedal, the acceleration of the vehicle, and the rotation angle of the steering wheel of the vehicle are also within the scope of protection of this application. For example, the driving state value can also include predictive The average speed of the vehicle during the time period.

S320. Determine the target torques of at least two drive shafts at the second moment according to the total driving torque and the preset torque when the driving state value satisfies the preset condition.

Wherein, the second moment is later than the first moment, and the preset condition is preset based on actual needs. Specifically, the preset condition can be that the obtained driving state value is greater than a certain preset value, or the driving state value is within a certain value. Within the preset range, the specific preset conditions are limited according to the actual situation, and will not be repeated here. The target torque represents the torque required by each drive shaft to make the vehicle run normally during the running of the vehicle at the second moment.

Specifically, in the case that the driving state value satisfies the preset condition, based on the total drive torque obtained at the first moment and the respective preset torques of at least two drive shafts, first determine the shift state of the vehicle, and then determine at least Target torque for both drive shafts at the second moment.

In one embodiment, when at least one of the average depth of pedal depression, the average acceleration of the vehicle, and the average rotation angle of the steering wheel of the vehicle within a preset time period is greater than a preset value, the total driving torque and The respective preset torques of the at least two drive shafts firstly determine the speed change state of the vehicle, and then determine the target torques of the at least two drive shafts at the second moment.

In addition, in order to more accurately determine the target torques of the at least two drive shafts at the second moment, the method may further include:

The total driving torque is filtered to obtain the filtered total driving torque.

Therefore, by performing filtering processing on the total driving torque, an optimized total driving torque filter can be obtained, and it can be more accurately determined according to the filtered total driving torque and the respective preset torques of the at least two driving shafts. The target torque at the second moment.

S330, at a second moment, control at least two drive shafts of the vehicle to rotate according to the target torque.

Specifically, after acquiring the target torque corresponding to each drive shaft, at the second moment, at least two drive shafts of the vehicle can be controlled to rotate based on the target torque, thereby better avoiding the vibration and vibration caused by the transmission system of the vehicle. Excessive shock, or too slow response of the accelerator or brake, in order to make the vehicle drive normally.

In order to make the control process of the vehicle more clear, as shown in FIG. 4, after the time _t2 , since the determined target torque of the first drive shaft is always above the horizontal axis, that is, the target torques of the first drive shaft are all positive values, The target torque of the second drive shaft is always above the horizontal axis, that is, the target torque of the second drive shaft is all negative, so that the curve T of the total drive torque actually obtained is a smooth curve. And at time _t3 , that is, when the total driving torque is equal to the sum of the _first preset torque x1 and the second preset torque _x2 , the total driving torque T is approximately zero, therefore, the first drive shaft and the second drive shaft In the process of changing the target torque, there will be no torque zero phenomenon, which can avoid the excessive vibration and shock of the transmission system, and also avoid the problem of slow response of the accelerator and brake.

In addition, it should be noted that the target torques of the first drive shaft may all be negative values, and correspondingly, the target torques of the second drive shaft may also all be positive values.

Thus, during the driving process of the vehicle, by acquiring the driving state value of the vehicle at the first moment, the total driving torque and the respective preset torques of at least two drive shafts, when the driving state value of the vehicle satisfies the preset condition In this case, the target torques of at least two drive shafts at the second moment are determined according to the total drive torque and the preset torque, so that at the second moment, at least two drive shafts of the vehicle are controlled to rotate according to the target torque, so that the vehicle can run normally .

Based on this, in order to more accurately determine the target torques of the at least two drive shafts at the second moment. In an embodiment, as shown in FIG. 5 , the above mentioned S320 may also include S510 and S520.

S510. Determine the speed change state of the vehicle according to the total driving torque and the preset torque.

Wherein, the speed change state of the vehicle includes a deceleration state and an acceleration state.

In one embodiment, the gear shift state of the vehicle can be determined according to the total driving torque and the preset torque, including:

When it is determined that the total driving torque is less than the sum of preset torques, the vehicle is in a deceleration state;

When it is determined that the total driving torque is not less than the sum of preset torques, the vehicle is in an accelerating state.

S520. Determine target torques of at least two driving shafts at a second moment according to the gear shift state, the total driving torque and the preset torque.

Specifically, based on the shifting state of the vehicle, so that when the vehicle is in different shifting states, at least two driving torques are determined according to the total driving torque required for the vehicle to run and the respective preset torques of the at least two drive shafts. The target torque of each axis at the second moment.

In some embodiments, the at least two drive shafts include a first drive shaft and a second drive shaft; the first drive shaft includes at least one drive shaft, the second drive shaft includes at least one drive shaft, the first drive shaft and the second drive shaft The sum of the number of drive shafts comprised by the axle is the number of at least two drive shafts comprised by the vehicle.

Therefore, in some embodiments, determining the target torques of the at least two drive shafts at the second moment according to the gear shift state, the total driving torque and the preset torque includes:

Case A: When the vehicle is in a deceleration state, the first preset torque is determined as the target torque of the first drive shaft, and the difference between the total driving torque and the first preset torque is the target torque of the second drive shaft.

In one embodiment, where the vehicle includes two drive shafts, the first drive shaft at the rear of the vehicle is determined to be the first drive shaft, and the first drive shaft at the front of the vehicle is determined to be the second drive shaft. When the vehicle is in a deceleration state, the first preset torque is determined as the target torque of the first drive shaft, and the difference between the total drive torque and the first preset torque is determined as the target torque of the second drive shaft. Wherein, the first preset torque is represented by the torque of the first driving shaft to maintain the positive contact of the tooth surface.

In another embodiment, when the vehicle includes multiple drive shafts, that is, more than two drive shafts, at least one drive shaft arranged in sequence at the rear of the vehicle is determined to be the first drive shaft, and at least one drive shaft arranged in sequence at the front of the vehicle is determined to be the first drive shaft. At least one drive shaft is a second drive shaft, and the sum of the numbers of the first drive shaft and the second drive shaft is equal to the total number of drive shafts included in the vehicle.

Exemplarily, when the vehicle includes multiple drive shafts, that is, more than two drive shafts, and the vehicle is in a deceleration state, there are three situations:

The first case: the first drive shaft only includes one drive shaft, and the second drive shaft includes at least two drive shafts. Exemplarily, assuming that the vehicle includes five drive shafts, the first drive shaft includes one drive shaft, and the second drive shaft includes four drive shafts. When the vehicle is in a deceleration state, the first preset torque is determined as the target torque of the first drive shaft, and the difference between the total driving torque and the first preset torque is determined as the target torque of the second drive shaft. That is to say, the sum of the target torques of the four drive shafts included in the second drive shaft is the difference between the total drive torque and the first preset torque. Wherein, the target torque of each drive shaft included in the second drive shaft can be determined by dividing the target torque of the second drive shaft by means of a preset ratio or an average value.

The second case: the first drive shaft includes at least two drive shafts, and the second drive shaft only includes one drive shaft. Exemplarily, it is assumed that the vehicle includes five drive shafts, that is, the first drive shaft includes four drive shafts, and the second drive shaft includes one drive shaft. When the vehicle is in a deceleration state, the first preset torque is determined as the target torque of the first drive shaft, and the difference between the total driving torque and the first preset torque is determined as the target torque of the second drive shaft. That is to say, the sum of the target torques of the four drive shafts included in the first drive shaft is the first preset torque. Wherein, the method of determining the target torque of each driving shaft included in the first driving shaft is the same as the above-mentioned method of determining the target torque of each driving shaft in the second driving shaft, and will not be repeated here.

The third case: the first drive shaft includes multiple drive shafts, and the second drive shaft includes multiple drive shafts. Exemplarily, in the case that the vehicle includes five drive shafts, it is assumed that the first drive shaft includes two drive shafts, and the second drive shaft includes three drive shafts. When the vehicle is in a deceleration state, the first preset torque is determined as the target torque of the first driving shaft, and the difference between the total driving torque and the first preset torque is determined as the target torque of the second driving torque. That is to say, the sum of the target torques of the two drive shafts included in the first drive shaft is the first preset torque, and the sum of the target torques of the three drive shafts included in the second drive shaft is the sum of the total drive torque and the first preset torque. The difference between the preset torques. Wherein, the manner of determining the target torque of each drive shaft is the same as the above manner, and will not be repeated here.

In case B, when the vehicle is accelerating, the second preset torque is determined as the target torque of the second drive shaft, and the difference between the total drive torque and the second preset torque is the target torque of the first drive shaft.

In one embodiment, when the vehicle includes two drive shafts, the first drive shaft at the rear of the vehicle is determined to be the first drive shaft, and the first drive shaft at the front of the vehicle is determined to be the second drive shaft. When the vehicle is in an acceleration state, the second preset torque is determined as the target torque of the second drive shaft, and the difference between the total driving torque and the second preset torque is determined as the target torque of the first drive shaft. Wherein, the second preset torque is represented by the torque of the second drive shaft maintaining the negative engagement of the tooth surface.

In another embodiment, when the vehicle includes multiple drive axles, that is, more than two drive axles are in the vehicle, and the vehicle is under acceleration, there are three situations in total:

The first case: the first drive shaft only includes one drive shaft, and the second drive shaft includes at least two drive shafts. Exemplarily, assuming that the vehicle includes four drive shafts, it is determined that the first drive shaft includes one drive shaft, and the second drive shaft includes three drive shafts. When the vehicle is in an accelerating state, the second preset torque is determined as the target torque of the second drive shaft, and the difference between the total driving torque and the second preset torque is the target torque of the first drive shaft. That is to say, the sum of the target torques of the three drive shafts included in the second drive shaft is the second preset torque, wherein the target torque of each drive shaft is determined in the same manner as above, and will not be repeated here.

The second case: the first drive shaft includes at least two drive shafts, and the second drive shaft only includes one drive shaft. Exemplarily, assuming that the vehicle includes a fourth drive shaft, the first drive shaft includes three drive shafts, and the second drive shaft includes one drive shaft. When the vehicle is in an accelerating state, the second preset torque is determined to be the target torque of the second drive shaft, and the difference between the total drive torque and the second preset torque is determined to be the target torque of the first drive shaft, that is, The sum of the target torques of the three drive shafts included in the first drive shaft is the difference between the total drive torque and the second preset torque. Wherein, the specific target torque of each driving shaft is consistent with the above method, and will not be repeated here.

The third case: the first drive shaft includes multiple drive shafts, and the second drive shaft includes multiple drive shafts. Exemplarily, assuming that the vehicle includes four drive shafts, the first drive shaft includes two drive shafts, and the second drive shaft includes two drive shafts. When the vehicle is in an accelerating state, the second preset torque is determined as the target torque of the second drive shaft, and the difference between the total driving torque and the second preset torque is the target torque of the first drive shaft. That is to say, the sum of the target torques of the two drive shafts included in the first drive shaft is the difference between the total drive torque and the second preset torque, and the sum of the target torques of the two drive shafts included in the second drive shaft is Second preset torque. Wherein, the specific target torque of each driving shaft is consistent with the above method, and will not be repeated here.

In addition, in another embodiment, assuming that the vehicle is in the deceleration state or coasting state at the first moment, and the vehicle changes to the acceleration state at the second moment, the target torque of the first drive shaft is changed from the first predetermined Assuming that the torque is transformed into the difference between the total driving torque and the second predetermined torque, the target torque of the second driving shaft is transformed from the difference between the total driving torque and the first predetermined torque into the second predetermined torque.

In yet another embodiment, assuming that the vehicle is in the acceleration state or just starting state at the first moment, and the vehicle changes to the deceleration state at the second moment, the target torque of the first drive shaft is determined by the total drive torque and the second preset Assuming that the torque difference is transformed into a first predetermined torque, the target torque of the second drive shaft is transformed from the second predetermined torque into a difference between the total driving torque and the first predetermined torque.

In some embodiments, the target torque of the first drive shaft is positive or negative and the target torque of the second drive shaft is negative or positive. That is, when the target torque of the first drive shaft is positive, the target torque of the second drive shaft is negative, and vice versa.

Thus, the target torques of the at least two drive shafts at the second moment are determined based on the gear shift state of the vehicle, the total drive torque and the respective preset torques of the at least two drive shafts. Wherein, by setting the target torques of the first driving shaft to be both positive or negative, and setting the target torques of the second driving shaft to be negative or positive, so that the first driving shaft and the second driving shaft When the target torque of the shaft is switched based on the shifting state, there will be no phenomenon that the torque crosses zero. In this way, the vibration and shock of the transmission system caused by the zero-crossing phenomenon of the torque are directly avoided, and the problems that the response of the accelerator and the brake are slow can not be taken into account.

In order to describe the control method of the vehicle more clearly, as shown in FIG. 6, the method may specifically include the following steps:

S610. Acquire the driving state value of the vehicle at the first moment, the total driving torque, and the respective preset torques of at least two drive shafts. For a specific description of this step, please refer to the specific content of S310, which will not be repeated here.

S620, judging whether the driving state value satisfies the preset condition, if yes, execute S630, if not, execute S650.

S630. Determine target torques of at least two driving shafts at a second moment according to the total driving torque and the preset torque. For a specific description of this step, please refer to the specific content of S320, and details will not be repeated here.

S640. Control the rotation of at least two drive shafts of the vehicle according to the target torque. For a specific description of this step, please refer to the specific content of S330, and details will not be repeated here.

S650. Determine target torques of at least two driving shafts at a third moment according to the total driving torque and preset parameters or preset zero-crossing torques.

Wherein, the third moment is later than the first moment. The preset parameters and preset zero-crossing torque are preset based on actual needs or experiences. Wherein, the preset zero-crossing torque is used to maintain the rotation of at least two driving shafts when the total driving torque is zero.

Specifically, when the driving state value of the vehicle does not meet the preset condition, based on the preset parameter or the preset zero-crossing torque, and the total driving torque required for normal driving of the vehicle acquired at the first moment, by judging the total driving torque Whether the torque is zero, so as to determine the respective target torques of the at least two drive shafts at the third moment under different conditions.

In one embodiment, the at least two drive shafts include a first drive shaft and a second drive shaft, and the above-mentioned step S650 specifically includes:

When the total drive torque is not zero, determine the first torque as the target torque of the first drive shaft, and the difference between the total drive torque and the first torque is the target torque of the second drive shaft, wherein the first torque is a preset The product of the parameter and the total drive torque;

When the total driving torque is zero, the first preset zero-crossing torque is determined as the target torque of the first drive shaft, and the second preset zero-crossing torque is determined as the target torque of the second drive shaft.

Wherein, the value range of the preset parameter is [0, 1]. The first preset zero-crossing torque and the second preset zero-crossing torque may be the same or different, which are not limited here.

In addition, it should be noted that the first drive shaft includes at least one drive shaft, the second drive shaft includes at least one drive shaft, and the sum of the number of drive shafts contained in the first drive shaft and the second drive shaft is at least two drive shafts. quantity.

As an example, assume that the preset parameter is a, the first preset zero-crossing torque is B, the second preset zero-crossing torque is C, and the total driving torque is T. In the case where the total drive torque is not zero, in the case that the vehicle includes two drive shafts, that is, the first drive shaft includes one drive shaft, the second drive shaft includes one drive shaft and the driving state value of the vehicle does not meet the preset Conditions, determine a*T as the target torque of the first drive shaft, determine (1-a)*T as the target torque of the second drive shaft; when the total drive torque is zero, determine the first preset zero-crossing torque B is the target torque of the first drive shaft, and the second preset zero-crossing torque C is the target torque of the second drive shaft.

As another example, where the total drive torque is not zero, and the vehicle includes a plurality of drive shafts, that is, more than two drive shafts, that is, the first drive shaft includes at least one drive shaft and the second drive shaft includes For at least one drive shaft, at least one drive shaft arranged in sequence at the rear of the vehicle is determined to be the first drive shaft, and at least one drive shaft arranged in sequence at the front of the vehicle is determined to be the second drive shaft. Then, when the driving state value of the vehicle does not satisfy the preset condition, a*T is determined as the target torque of the first drive shaft, and (1-a)*T is determined as the target torque of at least one second drive shaft. That is to say, the target sum of the multiple drive shafts included in the first drive shaft is a*T, and the target torque sum of the multiple drive shafts included in the second drive shaft is (1-a)*T. In the case where the total driving torque is zero, B is determined to be the target torque of the first drive shaft, and C is determined to be the target torque of the second drive shaft. That is to say, the sum of the target torques of the plurality of drive shafts included in the first drive shaft is B, and the sum of the target torques of the plurality of drive shafts included in the second drive shaft is C. Wherein, the determination method of the target torque of each driving shaft is as above, and will not be repeated here.

In one embodiment, after determining the target torques of at least two drive shafts at a third moment, the method further includes:

Filtering is performed on the target torque to obtain the filtered target torque.

Therefore, by filtering the target torques of the at least two drive shafts at the third moment, in order to obtain the optimized target torque, the vibration and impact can be reduced when the rotation of the at least two drive shafts is controlled, and the optimized The user's driving experience.

In addition, in one embodiment, after S650, the method further includes:

Obtain the driving state value of the vehicle at the fourth moment, where the fourth moment is later than the third moment;

In the case that the driving state value at the fourth moment satisfies the preset condition, the target torques of at least two drive shafts at the next moment are determined according to the total driving torque and the preset torque.

Specifically, after determining the target torque of each drive shaft according to the total driving torque and preset parameters or preset zero-crossing torque, the driving state value of the vehicle at the current moment is obtained, so that when the driving state value satisfies the preset condition , the target torque of each drive shaft at the next moment can be further determined according to the total drive torque and the preset torque, so as to control the rotation of the drive shaft.

Exemplarily, as shown in FIG. 4, before time _t1 , the vehicle controls the rotation of the first drive shaft and the second drive shaft according to the target torque determined based on the total drive torque, preset parameters and preset zero-crossing torque . Assume that the target torques of the first drive shaft and the second drive shaft are X and Y respectively. When the driving state value of the vehicle satisfies the preset condition, the respective target torques of the first drive shaft and the second drive shaft need to be determined according to the total drive torque and the preset torque. Assuming that the target torques of the first drive shaft and the second drive shaft are M and N at this time, then in the process from _t1 to _t2 , the target torque at the first moment needs to change from X to M, and the target torque of the second drive shaft Torque needs to go from Y to N.

Thus, in different situations, the conversion of the determined target torque of each drive shaft is realized, and the automatic control of the vehicle is realized.

In another embodiment, after S640, the method further includes:

Obtain the driving state value of the vehicle at the fifth moment, which is later than the second moment;

In the case that the driving state value at the fifth moment does not satisfy the preset condition, the target torques of at least two drive shafts at the next moment are determined according to the total driving torque, and preset parameters or preset zero-crossing torques.

Specifically, after determining the target torque of each drive shaft according to the total driving torque and the preset torque, the driving state value of the vehicle at the current moment is obtained, so that when the driving state value does not meet the preset condition, the total driving torque can be , and the preset parameter or preset zero-crossing torque further determines the target torque of each drive shaft at the next moment, and then controls the rotation of the drive shaft.

Thus, by acquiring the driving state value of the vehicle at the current moment, it can be judged whether the driving state value at the current moment satisfies the preset condition. Determine the target torques of at least two drive shafts at the current moment based on the respective preset torques of the four drive shafts. The zero torque determines the target torques of at least two drive shafts at the next instant. In this way, the normal running of the vehicle can be automatically controlled, which improves the driving experience of the user.

Based on the same inventive concept, the embodiment of the present application also provides a vehicle control device. Specifically combined with Figure 7 to illustrate

Fig. 7 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present application.

As shown in FIG. 7 , the vehicle control device 700 may include: an acquisition module 710 , a determination module 720 and a control module 730 .

An acquisition module 710, configured to acquire the driving state value of the vehicle at the first moment, the total driving torque and the respective preset torques of at least two drive shafts;

A determining module 720, configured to determine the target torques of at least two drive shafts at the second moment according to the total driving torque and the preset torque when the driving state value satisfies the preset condition;

The control module 730 is configured to control the rotation of at least two driving shafts of the electric vehicle according to the target torque at the second moment.

In some embodiments, the preset torque is characterized by the torque of the at least two drive shafts respectively keeping the tooth surfaces in contact.

In some embodiments, the determining module is further configured to determine the gear shift state of the vehicle according to the total driving torque and the preset torque, wherein the gear shift state includes a deceleration state and an acceleration state;

The determining module is further used for determining the target torques of at least two driving shafts at the second moment according to the gear shift state, the total driving torque and the preset torque.

In some embodiments, the determining module is further configured to determine that the vehicle is in a deceleration state when the total driving torque is less than the sum of the first torques;

The determining module is also used to determine that the vehicle is in an accelerating state when the total driving torque is not less than the sum of the first torques.

In some embodiments, the at least two drive shafts include a first drive shaft and a second drive shaft, and the determination module is further configured to determine the first preset torque as the target torque of the first drive shaft when the vehicle is in a deceleration state , the difference between the total drive torque and the first preset torque is the target torque of the second drive shaft;

The determination module is also used to determine the second preset torque as the target torque of the second drive shaft when the vehicle is in an acceleration state, and the difference between the total drive torque and the second preset torque is the target torque of the first drive shaft;

Wherein, the target torque of the first drive shaft is a positive value or a negative value, and the target torque of the second drive shaft is a negative value or a positive value.

In some embodiments, the determining module is further configured to determine that at least two driving shafts are in the third driving state according to the total driving torque and the preset parameter or the preset zero-crossing torque when the driving state value does not meet the preset condition. The target torque at the moment;

The control module is also used for controlling at least two drive shafts to rotate according to the target torque at the third moment.

In some embodiments, the at least two drive shafts include a first drive shaft and a second drive shaft, and the determination module is further configured to determine that the first torque is the target torque of the first drive shaft when the total drive torque is not zero , the difference between the total driving torque and the first torque is the target torque of the second drive shaft, wherein the first torque is the product of a preset parameter and the total driving torque;

The determination module is further configured to determine that the first preset zero-crossing torque is the target torque of the first drive shaft, and the second preset zero-crossing torque is the target torque of the second drive shaft when the total drive torque is zero.

In some embodiments, the preset zero-crossing torque is used to maintain the rotation of at least two drive shafts when the total drive torque is zero.

In some embodiments, the obtaining module is also used to obtain the driving state value of the vehicle at the fourth moment, wherein the fourth moment is later than the third moment;

The determining module is further configured to determine the target torques of at least two drive shafts at the next moment according to the total driving torque and the preset torque when the driving state value at the fourth moment satisfies the preset condition.

In some embodiments, the obtaining module is also used to obtain the driving state value of the vehicle at the fifth moment, and the fifth moment is later than the second moment;

The determining module is further configured to determine the target torques of at least two drive shafts at the next moment according to the total driving torque and preset parameters or preset zero-crossing torques when the driving state value at the fifth moment does not meet the preset condition.

In some embodiments, the first drive shaft includes at least one drive shaft, the second drive shaft includes at least one drive shaft, and the sum of the number of drive shafts contained in the first drive shaft and the second drive shaft is at least two drive shafts quantity.

Thus, during the driving process of the vehicle, by acquiring the driving state value of the vehicle at the first moment, the total driving torque and the first torque of at least two drive shafts, when the driving state value of the vehicle satisfies the preset condition Then, according to the total driving torque and the first torque, the target torques of the at least two drive shafts at the second moment are determined, so that at the second moment, the rotation of the at least two drive shafts of the vehicle is controlled according to the target torque, so that the vehicle can run normally.

Each module in the control device of the vehicle provided in the embodiment of the present application can realize the method steps of the embodiments shown in Fig. 3, Fig. 5 and Fig. 6, and can achieve corresponding technical effects. For the sake of concise description, no further details are given here. .

As shown in FIG. 8 , the vehicle control device 800 in this embodiment includes an input device 801 , an input interface 802 , a central processing unit 803 , a memory 804 , an output interface 805 , and an output device 806 . Wherein, the input interface 802, the central processing unit 803, the memory 804, and the output interface 805 are connected to each other through the bus 810, and the input device 801 and the output device 806 are respectively connected to the bus 810 through the input interface 802 and the output interface 805, and then connected to the information acquisition device 800 other component connections.

Specifically, the input device 801 receives input information from the outside, and transmits the input information to the central processing unit 803 through the input interface 802; the central processing unit 803 processes the input information based on computer-executable instructions stored in the memory 804 to generate output information, temporarily or permanently store the output information in the memory 804, and then transmit the output information to the output device 806 through the output interface 805; the output device 806 outputs the output information to the outside of the information acquisition device 800 for the user to use.

In one embodiment, the vehicle control device 800 shown in FIG. 8 includes: a memory 804 for storing programs; a processor 803 for running the programs stored in the memory to execute the programs shown in FIG. The method of any one of the embodiments shown in Fig. 5 and Fig. 6 .

The embodiment of the present application also provides a readable storage medium, on which a program or instruction is stored; when the program or instruction is executed by the processor, it realizes the steps in Figure 3, Figure 5 and Figure 6 provided by the embodiment of the present application. The method of any of the illustrated embodiments.

It is to be understood that the application is not limited to the specific configurations and processes described above and shown in the figures. For conciseness, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application .

The functional blocks shown in the above structural block diagrams may be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (Application Specific Integrated Circuit, ASIC), appropriate firmware, a plug-in, a function card, and the like. When implemented in software, the elements of the present application are the programs or code segments employed to perform the required tasks. Programs or code segments can be stored in machine-readable media, or transmitted over transmission media or communication links by data signals carried in carrier waves. "Machine-readable medium" may include any medium that can store or transmit information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, Read-Only Memory (ROM), flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, optical media, radio frequency (Radio Frequency, RF) link, and so on. Code segments may be downloaded via a computer network such as the Internet, an Intranet, or the like.

It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, the present application is not limited to the order of the above steps, that is, the steps may be performed in the order mentioned in the embodiment, or may be different from the order in the embodiment, or several steps may be performed simultaneously.

The above is only a specific implementation of the present application, and those skilled in the art can clearly understand that for the convenience and brevity of the description, the specific working process of the above-described systems, modules and units can refer to the foregoing method embodiments The corresponding process in , will not be repeated here. It should be understood that the protection scope of the present application is not limited thereto, and any person familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in the application, and these modifications or replacements should cover all Within the protection scope of this application.

Claims

A control method for a vehicle, applied to a vehicle, the vehicle includes at least two drive shafts, including:

Acquiring the driving state value of the vehicle at the first moment, the total driving torque and the respective preset torques of the at least two drive shafts;

When the driving state value satisfies a preset condition, determine the target torque of the at least two drive shafts at the second moment according to the total driving torque and the preset torque;

At a second moment, the at least two drive shafts of the vehicle are controlled to rotate according to the target torque.
The method according to claim 1, wherein the preset torque is characterized by a torque of at least two drive shafts each keeping tooth surfaces in contact.
The method according to claim 1, wherein the driving state value comprises at least one of an average pedal depression value, an average acceleration of the vehicle, and an average rotation angle of a steering wheel of the vehicle within a preset period of time. .
The method according to claim 1, wherein said determining target torques of said at least two driving shafts at a second moment according to said total driving torque and said preset torque comprises:

determining a gear shift state of the vehicle according to the total driving torque and the preset torque, wherein the gear shift state includes a deceleration state and an acceleration state;

According to the shift state, the total driving torque and the preset torque, the target torques of the at least two driving shafts at the second moment are determined.
The method according to claim 4, wherein said determining the gear shift state of the vehicle according to the total driving torque and the preset torque comprises:

When it is determined that the total driving torque is less than the sum of the preset torques, the vehicle is in a deceleration state;

When it is determined that the total driving torque is not less than the sum of the preset torques, the vehicle is in an accelerating state.
The method according to claim 4, wherein said at least two drive shafts comprise a first drive shaft and a second drive shaft; said determining according to said shift state, said total drive torque and said preset torque The target torques of the at least two driving shafts at the second moment include:

When the vehicle is in a deceleration state, the first preset torque is determined as the target torque of the first drive shaft, and the difference between the total drive torque and the first preset torque is the target torque of the second drive shaft the target torque;

When the vehicle is in an acceleration state, the second preset torque is determined as the target torque of the second drive shaft, and the difference between the total drive torque and the second preset torque is the first drive shaft the target torque,

Wherein, the target torque of the first drive shaft is a positive value or a negative value, and the target torque of the second drive shaft is a negative value or a positive value.
The method according to claim 1, wherein the method further comprises:

In the case that the driving state value does not meet the preset condition, according to the total driving torque, and a preset parameter or a preset zero-crossing torque, determine the target torque of the at least two drive shafts at the third moment ;

At the third moment, the at least two drive shafts are controlled to rotate according to the target torque.
The method according to claim 7, wherein the at least two driving shafts include a first driving shaft and a second driving shaft, and the at least two driving shafts are determined according to the total driving torque and a preset parameter or a preset zero-crossing torque. The target torque of the drive shafts at the third moment, including:

If the total drive torque is not zero, determine the first torque as the target torque of the first drive shaft, and the difference between the total drive torque and the first torque is the target torque of the second drive shaft Torque, wherein the first torque is the product of the preset parameter and the total driving torque;

When the total driving torque is zero, the first preset zero-crossing torque is determined as the target torque of the first drive shaft, and the second preset zero-crossing torque is determined as the target torque of the second drive shaft.
The method of claim 8, wherein the preset zero-crossing torque is used to maintain rotation of at least two drive shafts at a time when the total drive torque is zero.
The method according to claim 7, wherein the method further comprises:

Acquiring the driving state value of the vehicle at a fourth moment, wherein the fourth moment is later than the third moment;

In the case that the driving state value at the fourth moment satisfies a preset condition, the target torques of the at least two drive shafts at a next moment are determined according to the total driving torque and the preset torque.
The method according to claim 1, wherein the method further comprises:

Acquiring the driving state value of the vehicle at the fifth moment, the fifth moment being later than the second moment;

In the case that the driving state value at the fifth moment does not meet the preset condition, determine the target torque of the at least two drive shafts at the next moment according to the total driving torque, and a preset parameter or a preset zero-crossing torque .
A method according to claim 6 or 8, wherein said first drive shaft comprises at least one drive shaft, said second drive shaft comprises at least one drive shaft, said first drive shaft and said second drive shaft The sum of the numbers of drive shafts included is the number of said at least two drive shafts.
A control device for a vehicle, applied to a vehicle, the vehicle includes at least two drive shafts, including:

An acquisition module, configured to acquire the driving state value of the vehicle at the first moment, the total driving torque and the respective preset torques of the at least two drive shafts;

A determining module, configured to determine target torques of the at least two drive shafts at a second moment according to the total driving torque and the preset torque when the driving state value satisfies a preset condition;

The control module is configured to control the rotation of the at least two drive shafts of the electric vehicle according to the target torque at a second moment.
A control device for a vehicle, the device comprising: a processor and a memory storing programs or instructions;

The processor reads and executes the program or instruction, so as to realize the vehicle control method according to any one of claims 1-12.
A storage medium, on which a program or instruction is stored, and when the program or instruction is executed by a processor, the vehicle control method according to any one of claims 1-12 is realized.