WO2023124194A1 - 车辆的控制方法和装置 - Google Patents

车辆的控制方法和装置 Download PDF

Info

Publication number
WO2023124194A1
WO2023124194A1 PCT/CN2022/117084 CN2022117084W WO2023124194A1 WO 2023124194 A1 WO2023124194 A1 WO 2023124194A1 CN 2022117084 W CN2022117084 W CN 2022117084W WO 2023124194 A1 WO2023124194 A1 WO 2023124194A1
Authority
WO
WIPO (PCT)
Prior art keywords
target
target vehicle
braking
vehicle
control data
Prior art date
Application number
PCT/CN2022/117084
Other languages
English (en)
French (fr)
Inventor
王小峰
李岩
张学锋
许健男
吴刚
刘治文
杨云波
陈国栋
王昊
Original Assignee
中国第一汽车股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 中国第一汽车股份有限公司 filed Critical 中国第一汽车股份有限公司
Publication of WO2023124194A1 publication Critical patent/WO2023124194A1/zh

Links

Images

Classifications

    • 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
    • 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
    • B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
    • 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
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • 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
    • B60W2520/10—Longitudinal 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
    • 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
    • B60W2710/10—Change speed gearings

Definitions

  • the present disclosure relates to the field of vehicles, in particular, to a control method and device for a vehicle.
  • the deceleration of the vehicle can be monitored during emergency braking.
  • the time from moving to a complete stop is very short, and the method of monitoring the deceleration is too late to trigger the function, and in an emergency, the downshift gear is switched to the N gear.
  • the N gear needs to be switched to the D gear. While the power response is delayed, it is also It will cause a great impact on the whole vehicle, resulting in low efficiency of controlling the vehicle when braking.
  • Embodiments of the present disclosure provide a vehicle control method and device to at least solve the technical problem of low control efficiency of the vehicle during braking.
  • a vehicle control method including: acquiring driving data of a target vehicle during braking; determining a target braking condition of the target vehicle based on the driving data; In the control data, a group of target control data corresponding to the target braking working condition is obtained, wherein each set of first control data corresponds to a braking working condition of the target vehicle; the braking of the target vehicle is controlled based on the target control data .
  • the method when controlling the braking of the target vehicle based on the target control data, the method further includes: controlling the engine to be in a working state, wherein the target vehicle includes the engine.
  • the method when controlling the braking of the target vehicle based on the target control data, the method further includes: controlling the transmission to be in a gear state, wherein the target vehicle includes the transmission.
  • acquiring the driving data of the target vehicle during the braking process includes: acquiring the state data of the torque converter of the target vehicle and/or the driving speed of the target vehicle during the braking process, wherein the target vehicle includes a torque converter .
  • determining the target braking condition of the target vehicle based on the driving data includes: determining that the torque converter is in an unlocked state based on the state data of the torque converter, then determining a first target braking condition of the target vehicle.
  • acquiring a set of target control data corresponding to the target braking condition includes: under the first target braking condition, based on the driving speed, the first speed threshold, the shifting state of the transmission, and the rotational speed of the engine First target control data is determined, wherein the target vehicle includes a transmission and an engine.
  • controlling the braking of the target vehicle based on the target control data includes: controlling the gearbox control unit to exit and/or increasing the torque of the electronic control unit based on the first target control data to keep the engine in a working state, wherein the target vehicle includes Transmission control unit, electronic control unit.
  • determining the target braking condition of the target vehicle based on the driving data includes: determining that the torque converter is in a locked state based on the state data of the torque converter, and determining that the driving speed is less than or equal to the second speed threshold, then determining the target vehicle The second target braking condition of .
  • acquiring a set of target control data corresponding to the target braking condition includes: under the second target braking condition, based on the pressure of the brake master cylinder, the first pressure threshold, or the brake assist system The activation state of determines the second target control data, wherein the target vehicle includes a brake master cylinder and a brake assist system.
  • controlling the braking of the target vehicle based on the target control data includes: controlling the torque converter to be in an unlocked state based on the second target control data, and/or increasing the torque of the electronic control unit to keep the engine in a working state, wherein,
  • the target vehicle includes an electronic control unit and an engine.
  • determining the target braking condition of the target vehicle based on the driving data includes: determining that the torque converter is in a locked state based on the state data of the torque converter, and determining that the driving speed is greater than a second speed threshold, then determining the braking condition of the target vehicle.
  • the third target braking condition includes: determining that the torque converter is in a locked state based on the state data of the torque converter, and determining that the driving speed is greater than a second speed threshold, then determining the braking condition of the target vehicle. The third target braking condition.
  • acquiring a set of target control data corresponding to the target braking condition includes: under the third target braking condition, based on the pressure of the brake master cylinder, the second pressure threshold, or the brake assist system The activation state of determines the third target control data, wherein the target vehicle includes a brake master cylinder and a brake assist system.
  • controlling the braking of the target vehicle based on the target control data includes: controlling the torque converter to be in an unlocked state based on the third target control data, or controlling the transmission to be in a downshift state and controlling The torque converter is unlocked to allow the engine to operate, wherein the target vehicle includes the transmission and the engine.
  • a control device for a vehicle including: a first acquiring component, configured to acquire driving data of the target vehicle during braking; a determining component, configured to The data determines the target braking condition of the target vehicle; the second acquisition component is configured to acquire a set of target control data corresponding to the target braking condition among multiple sets of first control data, wherein each A set of the first control data corresponds to a braking condition of the target vehicle; a control component is configured to control the braking of the target vehicle based on the target control data.
  • a computer-readable storage medium includes a stored program, wherein when the program is running, the device where the computer-readable storage medium is located is controlled to execute the data processing method of the embodiment of the present disclosure.
  • a processor is also provided.
  • the processor is configured to run a program, wherein the data processing method of the embodiment of the present disclosure is executed when the program is running.
  • the different braking conditions of the vehicle are classified, and different control data are provided under different braking conditions, instead of simply using the The same control data, through the coordinated control of the transmission, engine and engine transmission, ensures the accuracy and pertinence of the vehicle control, and then achieves the technical effect of improving the control efficiency of the vehicle during braking, and solves the problem of the vehicle in the braking process.
  • FIG. 1 is a flow chart of a vehicle control method according to an embodiment of the present disclosure
  • Fig. 2 is a flowchart of a vehicle selection method according to an embodiment of the present disclosure
  • Fig. 3 is a flowchart of a vehicle control method according to an embodiment of the present disclosure
  • Fig. 4 is a flow chart of another vehicle control method according to an embodiment of the present disclosure.
  • Fig. 5 is a flow chart of another vehicle control method according to an embodiment of the present disclosure.
  • Fig. 6 is a schematic diagram of a vehicle control device according to an embodiment of the present disclosure.
  • FIG. 7 is a schematic structural diagram of a non-volatile storage medium according to an embodiment of the present application.
  • Fig. 8 is a schematic structural diagram of a processor according to an embodiment of the present application.
  • an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and, Although a logical order is shown in the flowcharts, in some cases the steps shown or described may be performed in an order different from that shown or described herein.
  • Fig. 1 is a flow chart of a method for controlling a vehicle according to an embodiment of the present disclosure, the flow chart of a method for controlling a device shown in Fig. 1 , the method includes the following steps:
  • Step S102 acquiring driving data of the target vehicle during braking.
  • the driving data during the braking process may include: the unlocked state of the transmission, the speed of the target vehicle, the working state of the engine of the target vehicle, and the electronic control unit (Electronic Control Unit) of the vehicle. , referred to as ECU) is in the automatic transmission control module to control shift torque intervention and so on.
  • ECU Electronic Control Unit
  • the driving data of the target vehicle during braking can be acquired through the target vehicle detection system.
  • the target vehicle detection system continuously detects the driving data of the target vehicle in real time and uploads it to the information processing system, or, the target vehicle detection system obtains the driving data of the target vehicle by continuously detecting the working state of the engine in real time.
  • Step S104 determining the target braking condition of the target vehicle based on the driving data.
  • step S104 of the present disclosure based on the driving data, the target braking condition of the target vehicle is determined, and the control method for controlling the target vehicle is determined according to the braking condition of the target vehicle.
  • the target braking working condition may be the working state corresponding to the current target vehicle.
  • the working state of the target vehicle at this time is determined according to whether the hydraulic torque converter of the current target vehicle is in an unlocked state and the driving speed of the target vehicle in the target braking working condition.
  • the user inputs the determination condition of the target braking condition in the target vehicle control system, obtains the driving data of the target vehicle, transmits the driving data of the target vehicle to the target vehicle control system, and determines the current The working status corresponding to the target vehicle.
  • Step S106 among multiple sets of first control data, a set of target control data corresponding to the target braking condition is acquired, wherein each set of first control data corresponds to a braking condition of the target vehicle.
  • the first control data of the target vehicle is determined according to different braking conditions, wherein each set of first control data corresponds to a braking condition of the target vehicle, and by obtaining the first A group of target control data corresponding to the target braking working condition in the control data, so as to determine the control mode under different working conditions.
  • the first control data may include: for the control data under different braking conditions, acquiring target control data from the first control data.
  • the control data under the target braking condition is determined by determining a set of driving speed, transmission shift state and engine speed under the target braking condition
  • the control data under the target braking condition is determined by determining the driving speed, the shifting state of the transmission and the rotational speed of the engine under another set of target braking conditions
  • the control data under the target braking condition is determined by determining the travel speed, the shift state of the transmission, and the rotational speed of the engine under yet another set of target braking conditions .
  • Step S108 controlling the braking of the target vehicle based on the target control data.
  • the target vehicle is controlled by determining the target control data, wherein realizing the control of the target vehicle may include realizing the control of the transmission and the engine of the target vehicle.
  • the vehicle speed under the target braking condition is determined by determining the driving speed, the shifting state of the transmission and the rotational speed of the engine under the target braking condition.
  • the control data controls the transmission control unit of the target vehicle to exit, and/or increases the torque of the electronic control unit, thereby effectively preventing the engine from stalling.
  • the control data under the target braking condition is determined by determining the driving speed, the shifting state of the transmission and the rotational speed of the engine under the target braking condition , controlling the transmission control unit of the target vehicle to exit according to the first target control data, and/or increasing the torque of the electronic control unit, thereby effectively preventing the engine from stalling.
  • the control under the target braking condition is determined by determining the driving speed, the shifting state of the transmission and the rotational speed of the engine.
  • the target vehicle transmission control unit is controlled to exit, and/or, the torque of the electronic control unit is increased, so as to effectively prevent the engine from stalling.
  • step S102 to step S106 of this application by classifying the different braking conditions of the vehicle, provides different control data under different braking conditions, instead of simply using the same control data in any case , through the coordinated control of the transmission, engine and engine transmission, the accuracy and pertinence of the vehicle control are ensured, and the technical effect of improving the control efficiency of the vehicle during braking is achieved, and the control of the vehicle during braking is solved. Inefficient technical problems.
  • step S108 when the control data controls the braking of the target vehicle, the method further includes: controlling the transmission to be in a gear state, wherein the target vehicle includes the transmission.
  • the control transmission is always in gear, and the transmission is always in gear, which can ensure the acceleration operation during emergency braking or after a complete stop, so that the vehicle is completely under the driver's control, thereby improving the safety of vehicle driving.
  • step S102, acquiring the driving data of the target vehicle during the braking process includes: acquiring the state data of the torque converter and/or the driving speed of the target vehicle during the braking process of the target vehicle , where the target vehicle includes a torque converter.
  • the state data of the torque converter can be an unlocked state and an unlocked state
  • the driving speed of the target vehicle can be obtained through the detection system
  • the control mode of the target vehicle can be determined according to the unlocked state of the torque converter and/or the driving speed of the target vehicle.
  • step S104 determining the target braking condition of the target vehicle based on the driving data includes: determining that the torque converter is in an unlocked state based on the state data of the torque converter, then determining the first braking condition of the target vehicle Target braking conditions.
  • the first target braking condition may be that when the target vehicle is at a low speed and the torque converter is in an unlocked state, then the target vehicle is in the first target braking condition.
  • the hydraulic torque converter when the hydraulic torque converter is in an unlocked state, it is determined that the braking condition of the target vehicle is the first target braking condition.
  • step S106 acquiring a set of target control data corresponding to the target braking condition includes: under the first target braking condition, based on the driving speed, the first speed threshold, the The shift state of the transmission and the rotational speed of the engine determine the first target control data, wherein the target vehicle includes the transmission and the engine.
  • the operation of the target vehicle is controlled by the first target control data to prevent the engine from stalling. Will not be dragged back to flameout.
  • the first speed threshold can be represented by Y, and the first speed threshold can be obtained through user input, or the first speed threshold of the target vehicle can be entered through the detection system, and the data source can be the first speed threshold determined by the actual form data or simulation of the target vehicle .
  • control system is used as the basis for judgment during driving.
  • the shift state of the transmission may include whether the transmission is in a powerless shift state, or the transmission uses a one-way clutch in 1st gear, or is in a combined state of other gears.
  • the torque is increased to increase the speed to prevent the engine from stalling.
  • the control of the target vehicle is realized through the first target control data, That is, at this time, the speed is increased by increasing the torque in time to ensure that the engine will not be dragged back to stall.
  • controlling the braking of the target vehicle based on the target control data includes: controlling the transmission control unit to exit and/or increasing the torque of the electronic control unit based on the first target control data, so that the engine is in a working state , wherein the target vehicle includes a gearbox control unit and an electronic control unit.
  • the electronic control unit can be called an electronic controller unit, which is used to control the driving state of the car and realize corresponding functions.
  • the transmission control unit can be called an automatic transmission control unit (Transmision Control Unit, referred to as TCU), which is used to The driving state of the vehicle adopts different gear strategies.
  • TCU Transmission Control Unit
  • the first target control data may be that the gearbox control unit immediately exits the torque limit on the electronic control unit, and at the same time, the electronic control unit increases the trigger speed of the anti-stall function, and timely increases the torque when the engine speed drops earlier , so as to effectively ensure that the engine will not stall.
  • the transmission is shifting without power and the transmission control unit has a lower torque limit for the electronic control unit, the time from braking to stopping is very short.
  • the anti-stall function of the ECU cannot get enough reaction time; on the other hand, due to the torque limit of the TCU, the ECU cannot increase enough torque to increase the speed.
  • the TCU needs to immediately exit the torque limit to the ECU, and at the same time, the ECU needs to increase the trigger speed of the anti-stall function, and the torque is increased in time when the engine speed drops earlier, Thereby effectively guaranteeing that the engine will not stall.
  • step S104 determining the target braking condition of the target vehicle based on the driving data includes: determining that the torque converter is in a locked state based on the state data of the torque converter, and determining that the driving speed is less than or equal to For the second speed threshold, the second target braking condition of the target vehicle is determined.
  • the target vehicle when the torque converter is in a locked state and the driving speed is less than or equal to the second speed threshold, the target vehicle is in the second target braking condition.
  • the second speed threshold can be represented by X, and the second speed threshold can be obtained through user input, or the second speed threshold of the target vehicle can be entered through the detection system, and the data source can be the second speed threshold determined by the actual form data or simulation of the target vehicle .
  • step S106 is to obtain a set of target control data corresponding to the target braking condition, including: under the second target braking condition, based on the pressure of the brake master cylinder, the first A pressure threshold, or the activation state of the brake assist system determines the second target control data, wherein the target vehicle includes the brake master cylinder and the brake assist system.
  • the first pressure threshold can be represented by Z, and the first pressure threshold can be obtained through user input, or the first pressure threshold of the target vehicle can be entered through the detection system, and the data source can be the first pressure threshold determined by the actual form data or simulation of the target vehicle .
  • the first pressure threshold is entered.
  • the user can set a different second pressure threshold according to the magnitude of the braking pressure, or, by performing automatic After the driving test, the first pressure threshold is determined, and the first pressure threshold is entered into the vehicle control system, so as to be used as a basis for judgment during driving.
  • the brake master cylinder pressure is greater than the first pressure threshold or the brake assist system has been activated, it is determined to use the second target control data to realize the control of the target vehicle, thereby preventing the engine of the target vehicle from stalling; when the brake master When the cylinder pressure is less than the first pressure threshold and the brake assist system is not activated, no additional control is performed on the target vehicle.
  • step S108, controlling the braking of the target vehicle based on the target control data includes: controlling the torque converter to be in an unlocked state based on the second target control data, and/or increasing the torque of the electronic control unit, To make the engine work, wherein the target vehicle includes an electronic control unit and an engine.
  • the second target control data may be that the hydraulic torque converter is immediately unlocked, and at the same time, the ECU increases the activation speed of the anti-stall function, so as to increase the engine speed and prevent the engine from completely stalling.
  • the hydraulic torque converter when the target vehicle is in the second target braking condition, when emergency braking is performed in this condition, when the brake master cylinder pressure is greater than a certain value or the brake assist system is activated, the hydraulic torque converter will be activated immediately. At the same time, the ECU increases the activation speed of the anti-stall function to increase the engine speed, thereby completely avoiding the engine stall.
  • step S104 determining the target braking condition of the target vehicle based on the driving data includes: determining that the torque converter is in a locked state based on the state data of the torque converter, and determining that the driving speed is greater than the first If the second speed threshold is used, then the third target braking condition of the target vehicle is determined.
  • the target vehicle is in the third target braking condition at this time.
  • step S106 is to obtain a set of target control data corresponding to the target braking condition, including: under the third target braking condition, based on the pressure of the brake master cylinder, the first The second pressure threshold, or the activation state of the brake assist system determines the third target control data, wherein the target vehicle includes the brake master cylinder and the brake assist system.
  • the second pressure threshold can be denoted by S, and the second pressure threshold can be obtained through user input, wherein the user can set a different second pressure threshold according to the magnitude of the braking pressure, or enter the second pressure threshold of the target vehicle through the detection system,
  • the data source may be the actual form data of the target vehicle or the second pressure threshold determined by simulation.
  • the brake master cylinder pressure is less than or equal to the second pressure threshold and the brake assist system is not activated, it is determined to use the third target control data to realize the control of the target vehicle, thereby preventing the engine of the target vehicle from stalling;
  • the hydraulic torque converter is immediately unlocked at this time to ensure that the engine will not be dragged back and stalled.
  • step S108, controlling the braking of the target vehicle based on the target control data includes: controlling the torque converter to be in an unlocked state based on the third target control data, or controlling the transmission when the target vehicle is braking and decelerating During the process, it is in the downshift state and the torque converter is controlled to be in the unlock state, so that the engine is in the working state, wherein the target vehicle includes the transmission and the engine.
  • the third target control data may be to start a downshift state and at the same time start an unlock state, so as to maintain a high engine speed, thereby effectively preventing the engine from stalling during emergency braking.
  • the downshift state can be a downshift state.
  • the downshift state can be realized by activating the downshift point in advance.
  • the unlock state can be the hard link disconnected by unlocking the torque converter.
  • the downshift state and the unlock state are two measures to maintain a high-speed engine speed and effectively prevent the engine from stalling.
  • the downshift point and the unlock point can be calculated by looking up a table according to the pressure of the brake master cylinder through the table data input by the user.
  • the automatic braking system (Autonomous Emergency Braking, referred to as AEB) is not activated, and the brake master cylinder pressure is less than S, Activate the compensation function of the downshift point and unlock point, and calculate according to the pressure of the brake master cylinder, downshift and unlock in advance during the braking deceleration process, set different unlock points according to the magnitude of the brake pressure, which is higher than normal Slide to unlock earlier to disconnect the hard connection of the drive train, and use the above two measures to ensure that the engine speed does not stall.
  • AEB Automatic Emergency Braking
  • This embodiment classifies the different braking conditions of the vehicle, and provides different control data under different braking conditions, instead of simply using the same control data in any case, through the transmission, engine and
  • the coordinated control of the engine and transmission ensures the accuracy and pertinence of the vehicle control, and then realizes the technical effect of improving the control efficiency of the vehicle during braking, and solves the technical problem of low control efficiency of the vehicle during braking.
  • automatic transmission can basically solve the problem of engine flameout caused by improper operation of the driver through precise control of clutch oil pressure and automatic shifting of gears.
  • AEB automatic brake assist system
  • an invention proposes to monitor vehicle deceleration during emergency braking, switch the gear position of the transmission to N when the conditions are met, and disengage the drive train to avoid the flameout problem, but this method has not Differentiate the specific working conditions of emergency braking.
  • the time from emergency braking to a complete stop at low speeds is very short.
  • the method of monitoring deceleration is too late to trigger the function.
  • the downshift is switched to N gear. Once there is a demand for acceleration, it is necessary Switching from N gear to D gear will not only delay the power response, but also cause a great impact on the whole vehicle.
  • different operating conditions of the vehicle during emergency braking are classified, considering factors such as the unlocked state of the transmission, the vehicle speed, and whether the electronic controller component of the vehicle is in the middle of the automatic transmission control shift torque intervention.
  • factors such as the unlocked state of the transmission, the vehicle speed, and whether the electronic controller component of the vehicle is in the middle of the automatic transmission control shift torque intervention.
  • to provide different control methods under different driving conditions and at the same time, provide solutions from the perspective of transmission control and/or engine control and/or engine-transmission coordinated control, thereby ensuring the accuracy and pertinence of the control method, In order to ensure that the engine will not be dragged back and stalled.
  • the emergency braking anti-stall strategy for all working conditions does not completely cut off the drive train during the braking process, and the transmission is always in gear, so that acceleration can be guaranteed during the emergency braking process or after a complete stop Operation, so that the vehicle is completely under the control of the driver, thereby improving the safety of vehicle driving.
  • an oil pressure control device for a torque converter with a lock-up clutch can be realized. From the hardware level, the device solves the problem of slow disengagement speed of the torque converter lock-up clutch, and realizes It ensures the fast disengagement of the lock-up clutch and provides a response time to solve the problem of the engine being dragged and stalled. This device can ensure the oil pressure response when the lock-up clutch is engaged, and can quickly wait for the emergency braking of the vehicle. A non-engaged state is formed, but the device lacks a reasonable control strategy, which makes it difficult for the hardware to take advantage of its advantages.
  • a vehicle anti-stall control method and a vehicle anti-stall control device can be implemented.
  • the device is activated according to the brake of the vehicle and the vehicle speed is greater than the vehicle speed set by the brake anti-stall.
  • Due to the short reaction time it is difficult to switch to neutral gear in time, which leads to the problem of stalling of the target vehicle.
  • the method of switching to neutral gear is too simple and rough, and the performance of the car will be affected when the driver brakes and turns to accelerate.
  • a control method for preventing flameout during emergency braking of a vehicle can be realized.
  • the disengagement clutch is divided into two steps: a pre-disengagement clutch and a complete disengagement clutch.
  • the clutch is separated from the fully engaged position of the clutch to the clutch pre-disengagement position in advance, and then the timing of completely disengaging the clutch is determined according to the slope of the engine speed, and the clutch starts to disengage from the clutch pre-disengagement position.
  • an automatic transmission vehicle engine anti-stall control method and device can be realized.
  • the method discloses an automatic transmission vehicle engine anti-stall control method, which includes: judging whether the vehicle is in neutral gear The working condition of stepping on the accelerator quickly after the forward gear or the reverse gear; if the judgment result is yes, then determine the base torque of the engine; Torque value; when the torque limit request value of the gearbox is less than the base torque of the engine, the engine electronic controller unit ignores the torque limit value sent by the automatic transmission control and responds to the base torque value of the engine.
  • the flameout condition proposed by this method belongs to stepping on the accelerator during the gear combination process.
  • the automatic transmission control is to protect the torque limit issued by the clutch when it is too low and the actual load is large. The flameout occurs in the working condition, and it cannot prevent the technical problem of the car flameout during emergency braking.
  • FIG. 2 is a flowchart of a vehicle selection method according to an embodiment of the present disclosure.
  • Step S201 acquires the state of the vehicle during braking.
  • Step S202 judging whether the hydraulic torque converter is locked.
  • step S201 According to the vehicle state acquired in step S201, it is judged whether the hydraulic torque converter is locked.
  • Step S204 execute control method one.
  • step S204 to control the target vehicle using control method one.
  • Step S203 judging whether the vehicle speed is greater than X.
  • Step S205 execute the second control method.
  • step S205 If the driving speed is less than or equal to the calibrated fixed value X, execute step S205, and use the second control method to control the target vehicle.
  • step S206 the third control method is executed.
  • step S206 is executed, and the target vehicle is controlled using the third control method.
  • FIG. 3 is a flow chart of a vehicle control method according to an embodiment of the present disclosure.
  • control method one is applied when the hydraulic torque converter is not locked and the vehicle speed is low (vehicle speed is lower than Y). At this time, except that most automatic transmissions use the one-way clutch in the first gear, when other gears are combined, Even if the torque converter is unlocked, the vehicle still has a large anti-drag torque on the engine through the transmission, especially the torque converter with a large C coefficient.
  • Step S301 judging the unlocking state of the hydraulic torque converter.
  • Step S302 judging whether the current driving speed of the target vehicle is greater than Y.
  • step S306 no control is required.
  • step S306 is executed without additional operations on the target vehicle.
  • Step S303 the braking signal or the automatic control system is activated.
  • the braking signal of the target vehicle or the automatic control system is activated.
  • Step S304 the powerless shift is in progress and the torque is reduced or limited.
  • Step S305 no need to control.
  • step S305 does not require additional control. At this time, the anti-drag torque received by the flywheel end of the engine is lower than the locked state. If the transmission does not perform powerless shifting and The electronic controller unit of the target vehicle does not limit the torque of the automatic transmission control. After the engine speed is lower than a certain value, the anti-stall function of the electronic controller unit of the target vehicle can increase the torque in time to increase the speed, so as to ensure that the engine will not be damaged. Anti-drag until flameout, therefore, no additional control is required in this state.
  • step S307 the TCU exits the torque intervention immediately.
  • Step S308 the ECU increases the rotation speed for activating the anti-stall function.
  • step S307 when the brake signal or the automatic brake assist system is activated, in step S307, the transmission control unit needs to immediately exit the control of the automatic transmission
  • step S308 the electronic controller unit needs to increase the triggering speed of the anti-stall function, and timely increase the torque when the engine speed drops earlier, so as to effectively ensure that the engine will not stall.
  • FIG. 4 is a flow chart of another vehicle control method according to an embodiment of the present disclosure.
  • Step S401 the hydraulic torque converter is locked and the vehicle speed is less than X.
  • Step S402 AEB is activated or the pressure of the brake master cylinder is greater than Z.
  • AEB automatic brake assist system
  • Step S404 unlocking the hydraulic torque converter immediately.
  • step S405 the electronic controller unit (ECU) of the vehicle increases the activation speed of the anti-stall function.
  • control method 2 is applied to the working condition of low vehicle speed (vehicle speed is less than X) and the hydraulic torque converter is locked.
  • Emergency braking in this working condition often leads to parking due to untimely unlocking of the hydraulic torque converter
  • the rear engine is dragged and turned off. Therefore, in this working condition, when the brake master cylinder pressure is greater than a certain value or the automatic brake assist system is activated, the torque converter needs to be unlocked immediately to disconnect the hard connection of the drive train.
  • the hydraulic torque converter is equipped with quick unlocking function, the engine speed will still be dragged down when the vehicle speed is low and close to the unlocking speed, and the engine speed will still be dragged down. Therefore, it is necessary to activate the anti-stall function in the automotive electronic controller unit at this time. revs, thereby completely avoiding engine stalling.
  • Step S403 no need to control.
  • FIG. 5 is a flow chart of another vehicle control method according to an embodiment of the present disclosure.
  • control method 3 is applied to the working condition when the vehicle speed is high (vehicle speed is higher than X) and the torque converter is locked.
  • vehicle speed is high
  • emergency braking is performed, and the time from braking to stopping is longer than that at low vehicle speed.
  • the hydraulic torque converter is immediately unlocked and disconnected from the drive train to ensure that the engine will not be dragged back and stalled.
  • Step S501 the hydraulic torque converter is locked and the vehicle speed is greater than X.
  • Step S502 the automatic brake assist system (AEB) is activated or the brake master cylinder pressure is greater than S
  • Step S505 unlocking the hydraulic torque converter immediately.
  • AEB automatic brake assist system
  • Step S503 judging that the brake master cylinder pressure is less than S.
  • AEB automatic brake assist system
  • Step S506 downshifting and unlocking in advance according to the brake master cylinder pressure.
  • Step S504 no additional control is required.
  • the compensation function of the downshift point and unlock point is activated, calculated according to the size of the brake master cylinder pressure look-up table, during the braking deceleration process Downshifting and unlocking in advance, wherein, downshifting in advance can keep the engine speed higher.
  • different unlocking points are set, and the unlocking is performed earlier than normal coasting to disconnect the hard connection of the drive train, so as to ensure that the engine speed does not stall through the above two measures.
  • This embodiment accurately divides the working conditions of emergency braking in the above manner, and uses different control methods to prevent the engine from stalling in different working conditions, which not only ensures that the engine will not be dragged back to stall in various situations, but also ensures It ensures that the power system of the vehicle is always in a controllable state during the emergency braking process, and improves the guarantee for the safe driving of the vehicle.
  • a vehicle control device is also provided. It should be noted that the vehicle control device can be used to implement the vehicle control method in Embodiment 1.
  • FIG. 6 is a schematic diagram of a vehicle control device according to an embodiment of the present disclosure.
  • the vehicle control device 600 may include: a first acquisition component 601 , a determination component 602 , a second acquisition component 603 and a control component 604 .
  • the first acquisition component 601 is configured to acquire driving data of the target vehicle during braking.
  • the determination component 602 is configured to determine the target braking condition of the target vehicle based on the driving data.
  • the second acquiring component 603 is configured to acquire a set of target control data corresponding to the target braking working conditions among multiple sets of first control data, wherein each set of first control data is related to a braking working condition of the target vehicle corresponding to the situation.
  • the control component 604 is configured to control the braking of the target vehicle based on the target control data.
  • control component 604 includes: a first control component configured to control the engine to be in a working state when controlling the braking of the target vehicle based on the target control data, wherein the target vehicle includes an engine.
  • control component 604 includes: a second control component, configured to control the transmission to be in a gear state when the target vehicle is controlled to brake based on the target control data, wherein the target vehicle includes a transmission.
  • the first acquisition component 601 includes: a first acquisition component configured to acquire the status data of the torque converter of the target vehicle and/or the driving speed of the target vehicle during braking, wherein the target vehicle includes a torque converter .
  • the determining component 602 includes: a first determining component, configured to determine the first target braking condition of the target vehicle after determining that the torque converter is in an unlocked state based on the state data of the torque converter.
  • the determining component 602 includes: a second determining component.
  • the first target control data is determined based on the driving speed, the first speed threshold, the shift state of the transmission, and the rotational speed of the engine, wherein , the target vehicle includes the transmission and the engine.
  • control component 604 includes: a third control component, configured to control the gearbox control unit to exit and/or increase the torque of the electronic control unit based on the first target control data, so as to keep the engine in a working state, wherein the target vehicle includes Transmission control unit, electronic control unit.
  • the determining component 602 includes: a third determining component, configured to determine that the torque converter is in a locked state based on the state data of the torque converter, and determine that the driving speed is less than or equal to the second speed threshold, then determine the second speed threshold of the target vehicle.
  • Target braking conditions configured to determine that the torque converter is in a locked state based on the state data of the torque converter, and determine that the driving speed is less than or equal to the second speed threshold, then determine the second speed threshold of the target vehicle.
  • the second obtaining component 603 includes: a second obtaining component, configured to determine, under the second target braking condition, based on the pressure of the brake master cylinder, the first pressure threshold, or the activation state of the brake assist system The second target control data, wherein the target vehicle includes a brake master cylinder and a brake assist system.
  • control component 604 includes: a fourth control component, configured to control the torque converter to be in an unlocked state based on the second target control data, and/or increase the torque of the electronic control unit to keep the engine in a working state, wherein,
  • the target vehicle includes an electronic control unit and an engine.
  • the determining component 602 includes: a fourth determining component, configured to determine that the torque converter is in a locked state based on the state data of the torque converter, and determine that the driving speed is greater than the second speed threshold, then determine the third target of the target vehicle Braking conditions.
  • the first obtaining component includes: an obtaining sub-component, configured to determine the third target braking condition based on the pressure of the brake master cylinder, the second pressure threshold, or the activation state of the brake assist system.
  • Target control data wherein the target vehicle includes a brake master cylinder and a brake assist system.
  • control component 604 includes: a fifth control component, configured to control the torque converter to be in an unlocked state based on the third target control data, or control the transmission to be in a downshift state and control The torque converter is unlocked to allow the engine to operate, wherein the target vehicle includes the transmission and the engine.
  • the different braking conditions of the vehicle are classified, and different control data are provided under different braking conditions, instead of simply using the The same control data, through the coordinated control of the transmission, engine and engine transmission, ensures the accuracy and pertinence of the vehicle control, and then achieves the technical effect of improving the control efficiency of the vehicle during braking, and solves the problem of the vehicle in the braking process.
  • non-volatile storage medium wherein the non-volatile storage medium includes a stored program, wherein when the program is running, the non-volatile storage medium is controlled
  • the device executes the vehicle control method described in any one of the embodiments of the present application.
  • Each functional module provided in the embodiment of the present application may be run in a vehicle control method or a similar computing device, and may also be stored as a part of a non-volatile storage medium.
  • Fig. 7 is a schematic structural diagram of a non-volatile storage medium according to an embodiment of the present application.
  • a program product 70 according to an embodiment of the present application is described, on which a computer program is stored, and when the computer program is executed by a processor, the program code that implements the following steps:
  • a set of target control data corresponding to the target braking condition is acquired, wherein each set of first control data corresponds to a braking condition of the target vehicle;
  • Braking of the target vehicle is controlled based on the target control data.
  • the computer program when executed by the processor, it is a program code for implementing the following steps: controlling the engine to be in a working state, wherein the target vehicle includes the engine.
  • the computer program when executed by the processor, it is a program code that implements the following steps: controlling the transmission to be in gear, wherein the target vehicle includes the transmission.
  • the program code when executed by the processor, the program code to implement the following steps: acquire the state data of the torque converter and/or the driving speed of the target vehicle during the braking process of the target vehicle, wherein the target vehicle includes a torque converter device.
  • the following steps are implemented: determining the torque converter is in an unlocked state based on the state data of the torque converter, then determining the first target braking condition of the target vehicle.
  • the program code for implementing the following steps: under the first target braking condition, determine the first Target control data, wherein the target vehicle includes a transmission and an engine.
  • the gearbox control unit is controlled to exit and/or the torque of the electronic control unit is increased, so that the engine is in a working state
  • the target vehicle includes a gearbox control unit, an electronic control unit.
  • the program code for implementing the following steps determine that the torque converter is in a locked state based on the state data of the torque converter, and determine that the driving speed is less than or equal to the second speed threshold, then determine the target vehicle The second target braking condition of .
  • the program code for implementing the following steps: under the second target braking condition, based on the pressure of the brake master cylinder, the first pressure threshold, or the activation state of the brake assist system
  • the second target control data is determined, wherein the target vehicle includes a brake master cylinder and a brake assist system.
  • the computer program when executed by the processor, it is a program code that implements the following steps: controlling the torque converter to be in an unlocked state based on the second target control data, and/or increasing the torque of the electronic control unit so that the engine is in a working state , where the target vehicle includes an electronic control unit and an engine.
  • the program code for implementing the following steps determine that the torque converter is in a locked state based on the state data of the torque converter, and determine that the driving speed is greater than the second speed threshold, then determine the target vehicle's The third target braking condition.
  • the program code for implementing the following steps: under the third target braking condition, based on the pressure of the brake master cylinder, the second pressure threshold, or the activation state of the brake assist system
  • the third target control data is determined, wherein the target vehicle includes a brake master cylinder and a brake assist system.
  • the torque converter is in an unlocked state to allow the engine to be on, wherein the target vehicle includes the transmission and the engine.
  • the non-volatile storage medium may also be configured as program codes of various preferred or optional method steps provided by the vehicle control method.
  • Non-volatile storage media may include a data signal carrying readable program code in baseband or as part of a carrier wave traveling as a data signal. Such propagated data signals may take many forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the foregoing.
  • a non-volatile storage medium may send, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.
  • the program code contained in the non-volatile storage medium can be transmitted by any appropriate medium, including but not limited to wireless, cable, optical cable, radio frequency, etc., or any suitable combination of the above.
  • FIG. 8 is a schematic structural diagram of a processor according to an embodiment of the present application. As shown in FIG. 8 , the processor 80 is configured to To run the program, wherein the vehicle control method described in Embodiment 1 is executed when the program is running.
  • the above-mentioned processor 80 may execute the operation program of the vehicle control method.
  • the processor 80 may be configured to perform the following steps:
  • a set of target control data corresponding to target braking conditions is acquired, wherein each set of first control data corresponds to a braking condition of the target vehicle;
  • Braking of the target vehicle is controlled based on the target control data.
  • the processor 80 may also be configured to execute the following step: controlling the engine to be in a working state, wherein the target vehicle includes the engine.
  • the processor 80 may also be configured to execute the following step: controlling the transmission to be in a gear state, wherein the target vehicle includes the transmission.
  • the processor 80 may also be configured to execute the following step: acquire the state data of the torque converter of the target vehicle and/or the driving speed of the target vehicle during the braking process of the target vehicle, wherein the target vehicle includes the torque converter.
  • the processor 80 may be further configured to perform the following step: determining the torque converter is in an unlocked state based on the state data of the torque converter, then determining the first target braking condition of the target vehicle.
  • the processor 80 may also be configured to perform the following steps: under the first target braking condition, determine the first target control based on the driving speed, the first speed threshold, the shifting state of the transmission, and the rotational speed of the engine data, wherein the target vehicle includes a transmission and an engine.
  • the processor 80 may also be configured to perform the following steps: based on the first target control data, control the transmission control unit to exit and/or increase the torque of the electronic control unit, so that the engine is in a working state, wherein the target vehicle Including transmission control unit, electronic control unit.
  • the processor 80 may also be configured to perform the following steps: determine that the torque converter is in a locked state based on the state data of the torque converter, and determine that the driving speed is less than or equal to the second speed threshold, then determine the second speed threshold of the target vehicle. Two target braking conditions.
  • the processor 80 may also be configured to perform the following step: under the second target braking condition, determine the first brake pressure based on the pressure of the brake master cylinder, the first pressure threshold, or the activation status of the brake assist system. 2. Target control data, wherein the target vehicle includes a brake master cylinder and a brake assist system.
  • the processor 80 may also be configured to perform the following steps: control the torque converter to be in an unlocked state based on the second target control data, and/or increase the torque of the electronic control unit to keep the engine in a working state, wherein , the target vehicle includes an electronic control unit and an engine.
  • the processor 80 may also be configured to perform the following steps: determine that the torque converter is in a locked state based on the state data of the torque converter, and determine that the driving speed is greater than the second speed threshold, then determine the third threshold of the target vehicle. Target braking conditions.
  • the processor 80 may also be configured to perform the following step: under the third target braking condition, determine the first brake cylinder based on the pressure of the brake master cylinder, the second pressure threshold, or the activation status of the brake assist system.
  • Three target control data wherein the target vehicle includes a brake master cylinder and a brake assist system.
  • the processor 80 may also be configured to perform the following steps: control the torque converter to be in an unlocked state based on the third target control data, or control the transmission to be in a downshift state and The torque converter is controlled to be in an unlocked state so that the engine is in a working state, wherein the target vehicle includes a transmission and an engine.
  • the above-mentioned processor 80 can execute various functional applications and data processing by running software programs and modules stored in the memory, that is, implement the above-mentioned vehicle control method.
  • the disclosed technical content can be realized in other ways.
  • the device embodiments described above are only illustrative.
  • the division of the units may be a logical function division.
  • multiple units or components may be combined or may be Integrate into another system, or some features may be ignored, or not implemented.
  • the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, and the indirect coupling or communication connection of units or modules may be in electrical or other forms.
  • 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 may be distributed to multiple units. Part or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • each functional unit in each embodiment of the present invention may be integrated into one processing unit, each unit may exist separately physically, or two or more units may be integrated into one unit.
  • the above-mentioned integrated units can be implemented in the form of hardware or in the form of software functional units.
  • the integrated unit is realized in the form of software function unit and sold or used as an independent product, it can be stored in a non-volatile storage medium.
  • the technical solution of the present disclosure is essentially or part of the contribution to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium , including several instructions to make a computer device (which may be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the methods described in various embodiments of the present disclosure.
  • the aforementioned storage media include: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disc, etc., which can store program codes. .
  • the solution provided by the embodiment of the present application can be applied in the control process of the vehicle to obtain the driving data of the target vehicle during the braking process; determine the target braking condition of the target vehicle based on the driving data; among multiple sets of first control data, Obtain a set of target control data corresponding to the target braking condition, wherein each set of first control data corresponds to a braking condition of the target vehicle; control the braking of the target vehicle based on the target control data, thereby ensuring The accuracy and pertinence of the vehicle control, thereby achieving the technical effect of improving the control efficiency of the vehicle during braking, and solving the technical problem of low control efficiency of the vehicle during braking.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Transmission Device (AREA)

Abstract

一种车辆的控制方法，该方法包括：获取目标车辆在制动过程中的行驶数据；基于行驶数据确定目标车辆的目标制动工况；在多组第一控制数据中，获取与目标制动工况相对应的一组目标控制数据，其中，每组第一控制数据与目标车辆的一种制动工况相对应；基于目标控制数据控制目标车辆制动。该车辆的控制方法能够防止紧急制动时发动机熄火。还提供了一种实现该车辆控制方法的车辆控制装置。

Description

车辆的控制方法和装置
本申请要求于2021年12月31日提交中国专利局、申请号为202111679580.8、发明名称为“车辆的控制方法和装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本公开涉及车辆领域，具体而言，涉及一种车辆的控制方法和装置。
背景技术
目前，为了避免紧急制动时熄火，可以在紧急制动中监测车辆减速度，在条件满足时将变速器挡位切换至N挡，脱开传动系来避免熄火问题，但在低车速时紧急制动至完全停车时间非常短暂，监测减速度的方式来不及触发功能，并且在紧急情况下降挡位切换至N挡，一旦有加速需求时需要将N挡切换至D挡，动力响应延迟的同时，也对整车会造成很大冲击，从而导致对车辆在制动时控制的效率低。
针对上述现有技术对车辆在制动时控制效率低的问题，目前尚未提出有效的解决方案。
发明内容
本公开实施例提供了一种车辆的控制方法和装置，以至少解决对车辆在制动时控制效率低的技术问题。
根据本公开实施例的一个方面，提供了一种车辆的控制方法，包括：获取目标车辆在制动过程中的行驶数据；基于行驶数据确定目标车辆的目标制动工况；在多组第一控制数据中，获取与目标制动工况相对应的一组目标控制数据，其中，每组第一控制数据与目标车辆的一种制动工况相对应；基于目标控制数据控制目标车辆制动。
可选地，在基于目标控制数据控制目标车辆制动时，方法还包括：控制发动机处于工作状态，其中，目标车辆包括发动机。
可选地，在基于目标控制数据控制目标车辆制动时，方法还包括：控制变速器处于在挡状态，其中，目标车辆包括变速器。
可选地，获取目标车辆在制动过程中的行驶数据，包括：获取目标车辆在制动过程中，变矩器的状态数据和/或目标车辆的行驶速度，其中，目标车辆包括变矩器。
可选地，基于行驶数据确定目标车辆的目标制动工况，包括：基于变矩器的状态数据确定变矩器处于解锁状态，则确定目标车辆的第一目标制动工况。
可选地，获取与目标制动工况相对应的一组目标控制数据，包括：在第一目标制动工况下，基于行驶速度、第一速度阈值、变速器的换挡状态、发动机的转速确定第一目标控制数据，其中，目标车辆包括变速器和发动机。
可选地，基于目标控制数据控制目标车辆制动，包括：基于第一目标控制数据控制变速箱控制单元退出和/或增加电子控制单元的扭矩，以使发动机处于工作状态，其中，目标车辆包括变速箱控制单元、电子控制单元。
可选地，基于行驶数据确定目标车辆的目标制动工况，包括：基于变矩器的状态数据确定变矩器处于锁止状态，且确定行驶速度小于等于第二速度阈值，则确定目标车辆的第二目标制动工况。
可选地，获取与目标制动工况相对应的一组目标控制数据，包括：在第二目标制动工况下，基于制动主缸的压力、第一压力阈值，或者，刹车辅助系统的激活状态确定第二目标控制数据，其中，目标车辆包括制动主缸和刹车辅助系统。
可选地，基于目标控制数据控制目标车辆制动，包括：基于第二目标控制数据控制变矩器处于解锁状态，和/或，增加电子控制单元的扭矩，以使发动机处于工作状态，其中，目标车辆包括电子控制单元和发动机。
可选地，基于行驶数据确定目标车辆的目标制动工况，包括：基于变矩器的状态数据确定变矩器处于锁止状态，且确定行驶速度大于第二速度阈值，则确定目标车辆的第三目标制动工况。
可选地，获取与目标制动工况相对应的一组目标控制数据，包括：在第三目标制动工况下，基于制动主缸的压力、第二压力阈值，或者，刹车辅助系统的激活状态确定第三目标控制数据，其中，目标车辆包括制动主缸和刹车辅助系统。
可选地，基于目标控制数据控制目标车辆制动，包括：基于第三目标控制数据控制变矩器处于解锁状态，或者，控制变速器在目标车辆处于制动减速过程中，处于降挡状态和控制变矩器处于解锁状态，以使发动机处于工作状态，其中，目标车辆包括变速器和发动机。
根据本公开实施例的另一方面，还提供了一种车辆的控制装置，包括：第一获取 组件，设置为获取目标车辆在制动过程中的行驶数据；确定组件，设置为基于所述行驶数据确定所述目标车辆的目标制动工况；第二获取组件，设置为在多组第一控制数据中，获取与所述目标制动工况相对应的一组目标控制数据，其中，每组所述第一控制数据与所述目标车辆的一种制动工况相对应；控制组件，设置为基于所述目标控制数据控制所述目标车辆制动。
根据本公开实施例的另一方面，还提供了一种计算机可读存储介质。该计算机可读存储介质包括存储的程序，其中，在程序运行时控制计算机可读存储介质所在设备执行本公开实施例的数据处理方法。
根据本公开实施例的另一方面，还提供了一种处理器。该处理器设置为运行程序，其中，程序运行时执行本公开实施例的数据处理的方法。
在本公开实施例中，车辆在制动时，通过对车辆的不同制动工况进行了分类，在不同的制动工况下提供了不同的控制数据，而不是任何情况下都简单的使用同样的控制数据，通过变速器、发动机和发动机变速器协同控制，从而保证了对车辆控制的精准性和针对性，进而实现了提高对车辆在制动时进行控制效率的技术效果，解决了对车辆在制动时控制效率低的技术问题。
附图说明
此处所说明的附图用来提供对本公开的进一步理解，构成本申请的一部分，本公开的示意性实施例及其说明用于解释本公开，并不构成对本公开的不当限定。在附图中：
图1是根据本公开实施例的一种车辆的控制方法的流程图；
图2是根据本公开实施例的一种车辆的选择方法的流程图；
图3是根据本公开实施例的一种车辆的控制方法的流程图；
图4是根据本公开实施例的另一种车辆的控制方法的流程图；
图5是根据本公开实施例的另一种车辆的控制方法的流程图；
图6是根据本公开实施例的一种车辆控制装置的示意图；
图7是根据本申请实施例的一种非易失性存储介质的结构示意图；
图8是根据本申请实施例的一种处理器的结构示意图。
具体实施方式
为了使本技术领域的人员更好地理解本公开方案，下面将结合本公开实施例中的附图，对本公开实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本公开一部分的实施例，而不是全部的实施例。基于本公开中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都应当属于本公开保护的范围。
需要说明的是，本公开的说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本公开的实施例能够以除了在这里图示或描述的那些以外的顺序实施。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，例如，包含了一系列步骤或组件的过程、方法、系统、产品或设备不必限于清楚地列出的那些步骤或组件，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它步骤或组件。
根据本公开实施例，提供了一种车辆的控制方法的实施例，需要说明的是，在附图的流程图示出的步骤可以在诸如一组计算机可执行指令的计算机系统中执行，并且，虽然在流程图中示出了逻辑顺序，但是在某些情况下，可以以不同于此处的顺序执行所示出或描述的步骤。
图1是根据本公开实施例的一种车辆的控制方法的流程图，如图1所示的控制设备的方法流程图，该方法包括如下步骤：
步骤S102，获取目标车辆在制动过程中的行驶数据。
在本公开上述步骤S102提供的技术方案中，制动过程中的行驶数据可以包括：变速器的解闭锁状态、目标车辆行驶速度的高低、目标车辆发动机的工作状态和汽车电子控制单元(Electronic Control Unit，简称为ECU)是否处于自动变速箱控制模块控制换挡扭矩干预等。
可选地，该实施例可以通过目标车辆检测系统获取目标车辆在制动过程中的行驶数据。
可选地，目标车辆检测系统不断实时检测目标车辆行驶数据并上传至信息处理系统，或，目标车辆检测系统通过不断实时检测发动机的工作状态从而获取目标车辆的行驶数据。
步骤S104，基于行驶数据确定目标车辆的目标制动工况。
在本公开上述步骤S104提供的技术方案中，基于行驶数据，确定目标车辆的目标 制动工况，根据目标车辆的制动工况确定对目标车辆进行控制的控制方法。
目标制动工况可以为当前目标车辆所对应的工作状态。
可选地，目标制动工况时根据当前目标车辆液力变矩器是否处于解锁状态和目标车辆行驶速度大小，来确定目标车辆此时的工作状态。
可选地，用户在目标车辆控制系统里输入目标制动工况的判定条件，获取目标车辆的行驶数据，将目标车辆的行驶数据传输至目标车辆控制系统中，通过控制系统的判定，确定当前目标车辆所对应的工作状态。
步骤S106，在多组第一控制数据中，获取与目标制动工况相对应的一组目标控制数据，其中，每组第一控制数据与目标车辆的一种制动工况相对应。
在本公开上述步骤S106的技术方案中，根据不同的制动工况确定目标车辆第一控制数据，其中，每组第一控制数据与目标车辆的一种制动工况相对应，通过获取第一控制数据中与目标制动工况相对应的一组目标控制数据，从而确定不同工况下的控制方式。
第一控制数据可以包括：对于不同的制动工况下的控制数据，从第一控制数据中获取目标控制数据。
可选地，当确认目标车辆处于目标制动工况时，通过确定一组目标制动工况下的行驶速度、变速器的换挡状态和发动机的转速来确定目标制动工况下的控制数据，当确认目标车辆处于另一目标制动工况时，通过确定另一组目标制动工况下的行驶速度、变速器的换挡状态和发动机的转速来确定目标制动工况下控制数据，当确认目标车辆处于又另一目标制动工况时，通过确定又另一组目标制动工况下的行驶速度、变速器的换挡状态和发动机的转速来确定目标制动工况下控制数据。
步骤S108，基于目标控制数据控制目标车辆制动。
在本公开上述步骤S108技术方案中，通过确定目标控制数据，来对目标车辆进行控制，其中，实现对目标车辆的控制可以包括，实现对目标车辆变速器和发动机的控制。
可选地，当确认目标车辆处于某一目标制动工况时，通过确定一组目标制动工况下的行驶速度、变速器的换挡状态和发动机的转速来确定该目标制动工况下控制数据，根据第一目标控制数据控制目标车辆变速箱控制单元退出，和/或，增加电子控制单元的扭矩，从而有效防止发动机熄火。
可选地，当确认目标车辆处于另一目标制动工况时，通过确定目标制动工况下的行驶速度、变速器的换挡状态和发动机的转速来确定该目标制动工况下控制数据，根据第一目标控制数据控制目标车辆变速箱控制单元退出，和/或，增加电子控制单元的扭矩，从而有效防止发动机熄火。
可选地，当确认目标车辆处于又另一目标制动工况时，通过确定目标制动工况下的行驶速度、变速器的换挡状态和发动机的转速来确定该目标制动工况下控制数据，根据第一目标控制数据控制目标车辆变速箱控制单元退出，和/或，增加电子控制单元的扭矩，从而有效防止发动机熄火。
本申请上述步骤S102至步骤S106，通过对车辆的不同制动工况进行了分类，在不同的制动工况下提供了不同的控制数据，而不是任何情况下都简单的使用同样的控制数据，通过变速器、发动机和发动机变速器协同控制，从而保证了对车辆控制的精准性和针对性，进而实现了提高对车辆在制动时进行控制效率的技术效果，解决了对车辆在制动时控制效率低的技术问题。
下面对该实施例的上述方法进行进一步介绍。
作为一种可选的实施例方式，步骤S108，控制数据控制目标车辆制动时，该方法还包括：控制变速器处于在挡状态，其中，目标车辆包括变速器。
控制变速器一直处于在挡状态，变速器一直在挡，可以保证在紧急制动过程中或完全停车后进行加速操作，从而使车辆完全在驾驶员的控制中，进而提升了车辆驾驶的安全性。
作为一种可选的实施例方式，步骤S102，获取目标车辆在制动过程中的行驶数据，包括：获取目标车辆在制动过程中，变矩器的状态数据和/或目标车辆的行驶速度，其中，目标车辆包括变矩器。
变矩器的状态数据可以为解锁状态和未解锁状态，可以通过检测系统获取目标车辆的行驶速度，根据变矩器的解锁状态和/或目标车辆的行驶速度确定目标车辆的控制模式。
作为一种可选的实施例方式，步骤S104，基于行驶数据确定目标车辆的目标制动工况，包括：基于变矩器的状态数据确定变矩器处于解锁状态，则确定目标车辆的第一目标制动工况。
在本公开上述步骤S104提供的技术方案中，第一目标制动工况可以为当目标车辆处于低车速且变矩器处于解锁状态，则该目标车辆处于第一目标制动工况。
可选地，当液力变矩器处于解锁状态，则确定目标车辆的制动工况为第一目标制动工况。
作为一种可选的实施例方式，步骤S106，获取与目标制动工况相对应的一组目标控制数据，包括：在第一目标制动工况下，基于行驶速度、第一速度阈值、变速器的换挡状态、发动机的转速确定第一目标控制数据，其中，目标车辆包括变速器和发动机。
在本公开上述步骤S106提供的技术方案中，通过第一目标控制数据控制目标车辆进行操作，从而防止发动机熄火，其中，第一目标控制数据可以为：通过及时增大扭矩提升转速，,保证发动机不会被反拖至熄火。
第一速度阈值可以用Y表示，可以通过用户输入获取第一速度阈值，或者通过检测系统录入目标车辆第一速度阈值，数据来源可以为目标车辆实际形式数据或仿真模拟所确定的第一速度阈值。
可选地，在搭建的服务器页面存在数据录入操作指令，录入第一速度阈值，或，通过多次对不同型号车辆进行自动行驶测试后，确定第一速度阈值，并将第一速度阈值录入汽车控制系统，从而作为行驶过程中的判断依据。
变速器的换挡状态可以包括变速器是否处于无动力换挡状态，或，变速器在1挡使用单向离合器，或，处于其他挡位结合状态。
可选地，当发动机转速低于一定值后，通过增大扭矩提升转速来防止发动机熄火。
举例说明，当目标车辆处于第一目标制动工况时，如果此时变速器正在进行无动力换挡，且发动机转速低于一定值后，则通过第一目标控制数据实现对目标车辆的控制，即，此时通过及时增大扭矩提升转速,保证发动机不会被反拖至熄火。
作为一种可选的实施例方式，基于目标控制数据控制目标车辆制动，包括：基于第一目标控制数据控制变速箱控制单元退出和/或增加电子控制单元的扭矩，以使发动机处于工作状态，其中，目标车辆包括变速箱控制单元、电子控制单元。
电子控制单元可以称为电子控制器单元，用于控制汽车的行驶状态及实现对应的功能，变速箱控制单元可以称为自动变速箱控制单元(Transmision Control Unit，简称为TCU)，用于根据目标车辆的驾驶状态采用不同的档位策略。
可选地，第一目标控制数据可以为变速箱控制单元立即退出对电子控制单元的扭矩限制，同时电子控制单元提升防熄火功能的触发转速，在发动机转速下掉更早的时期及时进行扭矩提升，从而有效保证发动机不会熄火。
举例说明，当目标车辆处于第一目标制动工况时，变速器正在进行无动力换挡且变速箱控制单元对电子控制单元有较低的扭矩限制，从制动到停车的时间很短，一方面ECU的防熄火功能得不到足够的反应时间，另一方面由于存在TCU的扭矩限制，ECU无法增加足够的扭矩来提升转速，此工况下发动机容易被反拖至熄火，因此在这种工况，当制动信号或自动刹车辅助系统激活时，TCU需要立即退出对ECU的扭矩限制，同时ECU需要提升防熄火功能的触发转速，在发动机转速下掉更早的时期及时进行扭矩提升，从而有效保证发动机不会熄火。
作为一种可选的实施例方式，步骤S104，基于行驶数据确定目标车辆的目标制动工况，包括：基于变矩器的状态数据确定变矩器处于锁止状态，且确定行驶速度小于等于第二速度阈值，则确定目标车辆的第二目标制动工况。
可选地，当变矩器处于锁止状态且行驶速度小于等于第二速度阈值时，则目标车辆为第二目标制动工况。
第二速度阈值可以用X表示，可以通过用户输入获取第二速度阈值，或者通过检测系统录入目标车辆第二速度阈值，数据来源可以为目标车辆实际形式数据或仿真模拟所确定的第二速度阈值。
举例说明，在搭建的服务器页面存在数据录入操作指令，录入第二速度阈值，或，通过多次对不同型号车辆进行自动行驶测试后，确定第二速度阈值，并将第二速度阈值录入汽车控制系统，从而作为行驶过程中的判断依据。
作为一种可选的实施例方式，步骤S106，获取与目标制动工况相对应的一组目标控制数据，包括：在第二目标制动工况下，基于制动主缸的压力、第一压力阈值，或者，刹车辅助系统的激活状态确定第二目标控制数据，其中，目标车辆包括制动主缸和刹车辅助系统。
第一压力阈值可以用Z表示，可以通过用户输入获取第一压力阈值，或者通过检测系统录入目标车辆第一压力阈值，数据来源可以为目标车辆实际形式数据或仿真模拟所确定的第一压力阈值。
举例说明，在搭建的服务器页面存在数据录入操作指令，录入第一压力阈值，其中，用户可以根据制动压力的大小，设置不同的第二压力阈值，或，通过多次对不同型号车辆进行自动行驶测试后，确定第一压力阈值，并将第一压力阈值录入汽车控制系统，从而作为行驶过程中的判断依据。
可选地，当制动主缸压力大于第一压力阈值或刹车辅助系统已被激活时，确定使用第二目标控制数据实现对目标车辆的控制，从而防止目标车辆的发动机熄火；当制 动主缸压力小于第一压力阈值且刹车辅助系统没有被激活时，则不对目标车辆进行额外控制。
作为一种可选的实施例方式，步骤S108，基于目标控制数据控制目标车辆制动，包括：基于第二目标控制数据控制变矩器处于解锁状态，和/或，增加电子控制单元的扭矩，以使发动机处于工作状态，其中，目标车辆包括电子控制单元和发动机。
可选地，第二目标控制数据可以为液力变矩器立即进行解锁，同时ECU提高防熄火功能的激活转速，从而提高发动机转速，避免发动机完全熄火。
举例说明，当目标车辆处于第二目标制动工况时，在此工况进行紧急制动时，当制动主缸压力大于一定值或刹车辅助系统被激活时，立即对液力变矩器进行解锁，同时，此时通过ECU提高防熄火功能的激活转速来提高发动机转速，从而完全避免发动机熄火。
作为一种可选的实施例方式，步骤S104，基于行驶数据确定目标车辆的目标制动工况，包括：基于变矩器的状态数据确定变矩器处于锁止状态，且确定行驶速度大于第二速度阈值，则确定目标车辆的第三目标制动工况。
可选地，当此时目标车辆的行驶速度大于第二速度阈值，且液力变矩器处于未解锁状态时，则此时目标车辆处于第三目标制动工况。
作为一种可选的实施例方式，步骤S106，获取与目标制动工况相对应的一组目标控制数据，包括：在第三目标制动工况下，基于制动主缸的压力、第二压力阈值，或者，刹车辅助系统的激活状态确定第三目标控制数据，其中，目标车辆包括制动主缸和刹车辅助系统。
第二压力阈值可以用S表示，可以通过用户输入获取第二压力阈值，其中，用户可以根据制动压力的大小，设置不同的第二压力阈值，或者通过检测系统录入目标车辆第二压力阈值，数据来源可以为目标车辆实际形式数据或仿真模拟所确定的第二压力阈值。
举例说明，在搭建的服务器页面存在数据录入操作指令，录入第二压力阈值，或，通过多次对不同型号车辆进行自动行驶测试后，确定第二压力阈值，并将第二压力阈值录入汽车控制系统，从而作为行驶过程中的判断依据。
可选地，当制动主缸压力小于等于第二压力阈值且刹车辅助系统未被激活时，确定使用第三目标控制数据实现对目标车辆的控制，从而防止目标车辆的发动机熄火；当制动主缸压力大于第二压力阈值或刹车辅助系统被激活时，则此时立即解锁液力变 矩器就可以保证发动机不被反拖熄火。
作为一种可选的实施例方式，步骤S108，基于目标控制数据控制目标车辆制动，包括：基于第三目标控制数据控制变矩器处于解锁状态，或者，控制变速器在目标车辆处于制动减速过程中，处于降挡状态和控制变矩器处于解锁状态，以使发动机处于工作状态，其中，目标车辆包括变速器和发动机。
可选地，第三目标控制数据可以为启动降挡状态，同时启动解锁状态，从而保持高速度的发动机转速，进而有效防止紧急制动时发动机熄火。
降挡状态可以为降低档位，通过激活降档点实现提前启动降档状态，解锁状态可以为通过解锁液力变矩器来断开硬链接，通过激活解锁点实现提前解锁状态，通过提前启动降挡状态和解锁状态两项举措，从而保持高速度的发动机转速，进而有效防止发动机熄火。
可选地，降档点和解锁点可以通过用户输入的表格数据，根据制动主缸压力的大小进行查表计算得出。
举例说明，当目标车辆处于第三目标制动工况时，在此工况进行紧急制动时，自动制动系统(Autonomous Emergency Braking，简称为AEB)未激活，制动主缸压力小于S，激活降挡点和解锁点的补偿功能，根据制动主缸压力的大小查表计算，在制动减速过程中提前降挡和解锁，根据制动压力的大小，设置不同的解锁点，比正常滑行更早的进行解锁来断开传动系硬连接，通过以上两个措施保证发动机转速不熄火。
该实施例通过对车辆的不同制动工况进行了分类，在不同的制动工况下提供了不同的控制数据，而不是任何情况下都简单的使用同样的控制数据，通过变速器、发动机和发动机变速器协同控制，从而保证了对车辆控制的精准性和针对性，进而实现了提高对车辆在制动时进行控制效率的技术效果，解决了对车辆在制动时控制效率低的技术问题。
下面结合优选的实施方式对本公开实施例的技术方案进行举例说明。
目前，自动变速器的车辆占有量已远远超过手动挡车辆，自动变速器与手动变速器相比，通过对离合器油压的精确控制以及自动切换挡位，基本解决了驾驶员操作不当引起的发动机熄火问题，但是，乘用车在行驶过程中遇到紧急情况时，驾驶员会第一反应进行全力紧急制动，或者配备了自动刹车辅助系统(AEB)功能的车辆会自动紧急刹车，此时发动机在某些工况下仍然会有熄火风险。
因此，为了避免紧急制动时熄火，有发明提出在紧急制动中监测车辆减速度，在 条件满足时将变速器挡位切换至N挡，脱开传动系来避免熄火问题，但这种方法未区分紧急制动的具体工况，在低车速时紧急制动至完全停车时间非常短暂，监测减速度的方式来不及触发功能，并且在紧急情况下降挡位切换至N挡，一旦有加速需求时需要将N挡切换至D挡，动力响应延迟的同时，也对整车会造成很大冲击。
在该实施例中，针对车辆在紧急制动时行驶的不同工况进行了分类，考虑了变速器的解闭锁状态、车速高低和车辆电子控制器组件是否处于自动变速箱控制换挡扭矩干预中等因素，是在不同的行驶工况下提供不同的控制方法，同时，从变速器控制和/或发动机控制和/或发动机变速器协同控制的角度提供解决办法，从而保证了控制方法的精准性和针对性，进而确保发动机不会被反拖熄火。
并且，在该实施例中所有工况的紧急制动防熄火策略，都没有在制动过程中完全切断传动系，变速器一直在挡，从而可以保证在紧急制动过程中或完全停车后进行加速操作，从而使车辆完全在驾驶员的控制中，进而提升了车辆驾驶的安全性。
在一种相关技术中，可以实现一种带锁止离合器的变矩器的油压控制装置，该装置中从硬件层面，解决了液力变矩器锁止离合器脱开速度慢的问题，实现了锁止离合器的快速脱开，为解决发动机被反拖熄火问题提供了反应时间，该装置能够确保锁止离合器卡合时的油压响应性，并能够在车辆的紧急制动时等迅速地形成非卡合状态，但该装置由于缺乏合理的控制策略配合从而导致硬件难以发挥其优势。
在另一种相关技术中，可以实现一种车辆防熄火的控制方法及车辆防熄火的控制装置，该装置根据车辆的制动处于激活状态，且车速大于制动防熄火的设置的车速状态，控制所述变速箱减档至空档，通过车速控制变速箱减档，防止车速过高引起憋熄火，从而有效防止熄火，但该装置紧急制动判定条件在低车速的紧急制动时，存在由于反应时间太短而难以及时切到空挡从而导致目标车辆熄火的问题，另外，切至空挡的做法过于简单粗暴，驾驶员制动转为加速时会影响汽车性能。
在另一种相关技术中，可以实现一种车辆紧急制动防熄火的控制方法，该方法在车辆紧急制动后，将分离离合器分成预分离合器和完全分离离合器两步骤，首先，根据发动机转速斜率和刹车来决定预分离合器时机，提前将离合器从离合器完全结合位置分离到离合器预分位置，然后，再根据发动机转速斜率决定完全分离离合器时机，离合器从离合器预分位置开始分离，从而起到防止制动过程中目标车辆熄火的问题，但是该方法只从变速器控制的角度来解决制动熄火问题，没有考虑发动机防熄火功能的配合，且没有对制动工况进行区分，存在激活条件判断速度和离合器的分离速度直接影响防熄火的问题。
在另一种相关技术中，可以实现一种自动变速箱车辆发动机防熄火控制方法及装置，该方法公开了一种自动变速箱车辆发动机防熄火控制方法，包括：判断车辆是否处于由空挡挂入前进挡或者后退档后迅速踩油门工况；若判断结果为是，则确定发动机基础扭矩；当变速箱限扭请求值大于发动机基础扭矩时，发动机电子控制器单元正常响应自动变速箱控制的限扭值；当变速箱限扭请求值小于发动机基础扭矩时，发动机电子控制器单元忽略自动变速箱控制发出的限扭值，响应发动机基础扭矩值。该方法提出的熄火工况属于挡位结合过程中踩油门，自动变速箱控制为保护离合器发出的限扭过低而实际负载较大时容易引起熄火，通过发动机屏蔽限扭的方式主动补救避免此工况发生熄火，并不能防止紧急制动时汽车熄火的技术问题。
然而，在该实施例中，提出一种车辆的控制方法，如图2所示，图2是根据本公开实施例的一种车辆的选择方法的流程图。
步骤S201获取制动时车辆状态。
步骤S202，判断液力变矩器是否锁止。
根据步骤S201所获取的车辆状态，判断液力变矩器是否锁止。
步骤S204，执行控制方法一。
若液力变矩器未锁止，则执行步骤S204，使用控制方法一控制目标车辆。
步骤S203，判断车速是否大于X。
当液力变矩器已锁止，则判断行驶速度是否大于标定定值X。
步骤S205，执行控制方法二。
若行驶速度小于等于标定定值X时，则执行步骤S205，使用控制方法二控制目标车辆。
步骤S206，执行控制方法三。
当液力变矩器已锁止，且行驶速度大于标定定值X时，步骤S206，则执行步骤S206，使用控制方法三控制目标车辆。
控制方法一的具体方法见图3，图3是是根据本公开实施例的一种车辆的控制方法的流程图。
可选地，控制方法一应用于液力变矩器未锁止且低车速(车速低于Y)时，此时除了大部分自动变速器在1挡使用单向离合器外，其他挡位结合时，即使液力变矩器处 于解锁状态，车辆通过变速器对发动机仍然有很大的反拖力矩，尤其是C系数较大的液力变矩器。
步骤S301，判断液力变矩器的解锁状态。
判断目标车辆处于解锁状态。
步骤S302，判断目标车辆当前行驶速度是否大于Y。
步骤S306，无需控制。
若此时液力变矩器已解锁且车速大于Y，则执行步骤S306，无需对目标车辆增加额外操作。
若此时液力变矩器已解锁且车速大于Y，则紧急制动时车辆在完全停止之前，有足够的时间保证汽车电子控制器单元的防熄火功能可以起到作用，保证发动机不会熄火，因此此时无需额外的控制。
步骤S303，制动信号或自动控制系统激活。
若此时液力变矩器已解锁且车速小于等于Y，目标车辆制动信号或自动控制系统被激活。
步骤S304，无动力换挡中且降扭或限扭。
判断此时是否处于无动力换挡中或处于降扭或限扭状态。
步骤S305，无需控制。
如果未处于无动力换挡中或处于降扭或限扭状态，则步骤S305，无需额外的控制，此时发动机飞轮端受到的反拖扭矩低于闭锁状态，如果变速器没有进行无动力换挡且目标车辆电子控制器单元没有对自动变速箱控制进行扭矩限制，发动机转速低于一定值后，目标车辆电子控制器单元的防熄火功能可以及时增大扭矩提升转速，从而也可以保证发动机不会被反拖至熄火，因此，该状态下不需要额外的控制。
步骤S307，TCU立即退出扭矩干预。
步骤S308，ECU提高防熄火功能激活转速。
当液力变矩器已解锁，且车速小于等于Y时紧急制动，如果此时变速器正在进行无动力换挡且目标车辆电子控制器单元没有对自动变速箱控制有较低的扭矩限制，制动到停车的时间很短，一方面目标车辆电子控制器单元的防熄火功能得不到足够的反应时间，另一方面由于存在自动变速箱控制的扭矩限制，电子控制器单元无法增加足 够的扭矩来提升转速，此工况下发动机容易被反拖至熄火，因此在这种工况,当制动信号或自动刹车辅助系统激活时，步骤S307，变速箱控制单元需要立即退出对自动变速箱控制的扭矩限制，同时，步骤S308，电子控制器单元需要提升防熄火功能的触发转速，在发动机转速下掉更早的时期及时进行扭矩提升，有效保证发动机不会熄火。
控制方法二的具体方法见图4，图4是根据本公开实施例的另一种车辆的控制方法的流程图。
步骤S401，液力变矩器闭锁且车速小于X。
判断是否处于液力变矩器闭锁且车速小于X。
步骤S402，AEB激活或制动主缸压力大于Z。
判断自动刹车辅助系统(AEB)是否被激活或制动主缸压力是否大于Z。
步骤S404，立即解锁液力变矩器。
步骤S405，汽车电子控制器单元(ECU)提高防熄火功能的激活转速。
如果自动刹车辅助系统(AEB)被激活或制动主缸压力大于Z，则立即解锁液力变矩器，同时，汽车电子控制器单元(ECU)提高防熄火功能的激活转速。
可选地，控制方法二应用于低车速(车速小于X)且液力变矩器处于闭锁的工况，此工况进行紧急制动，往往由于液力变矩器的解锁不及时，导致停车后发动机被反拖熄火，因此，在此工况，当制动主缸压力大于一定值或自动刹车辅助系统激活时，液力变矩器需要立即进行解锁，将传动系的硬连接断开，即便配备的液力变矩器具有快速解锁功能，在车速较低接近于解锁车速时紧急制动，发动机转速仍然会被拖低，因此此时还需要汽车电子控制器单元提高防熄火功能的激活转速，从而完全避免发动机熄火。
步骤S403，无需控制。
如果自动刹车辅助系统(AEB)未被激活且制动主缸压力小于Z，则无需额外控制。
可选地，当处于低车速(车速小于X)且液力变矩器处于闭锁的工况下，如果制动主缸压力小于Z且自动刹车辅助系统没有激活的情况，发动机没有熄火风险，不需要进行额外控制。
控制方法三的具体方法见图5，图5是根据本公开实施例的另一种车辆的控制方法的流程图。
可选地，控制方法三应用于高车速(车速高于X)且液力变矩器闭锁时的工况，当车速较高时进行紧急制动，从制动到停车时间比低车速的长，则，此时液力变矩器立即解锁断开传动系即可保证发动机不被反拖熄火。
步骤S501，液力变矩器闭锁且车速大于X。
判断液力变矩器是否处于闭锁状态且车速大于X。
步骤S502，自动刹车辅助系统(AEB)被激活或制动主缸压力大于S
如果液力变矩器处于闭锁状态且车速大于X，则判断自动刹车辅助系统(AEB)是否被激活或制动主缸压力是否大于S。
步骤S505，立即解锁液力变矩器。
如果自动刹车辅助系统(AEB)被激活或制动主缸压力大于S，立即解锁液力变矩器。
步骤S503，判断制动主缸压力小于S。
如果自动刹车辅助系统(AEB)被激活或制动主缸压力小于等于S，则判断判断制动主缸压力是否小于S。
步骤S506，根据制动主缸压力提前降档和解锁。
如果制动主缸压力小于S，则根据制动主缸压力提前降档和解锁。
步骤S504，无需额外控制。
如果制动主缸压力等于S，则无需额外控制。
可选地，对于自动刹车辅助系统未激活，但制动主缸压力小于S时，激活降挡点和解锁点的补偿功能，根据制动主缸压力的大小查表计算，在制动减速过程中提前降挡和解锁，其中，提前降挡可以使发动机转速保持的更高。
可选地，根据制动压力的大小，设置不同的解锁点，比正常滑行更早的进行解锁来断开传动系硬连接，通过以上两个措施保证发动机转速不熄火。
该实施例通过将紧急制动的工况进行以上方式的精确划分，在不同的工况使用不同的防止发动机熄火的控制方法，既保证了发动机在各种情况下不被反拖熄火，又保证了车辆在紧急制动过程中动力系统一直处于可控的状态，为车辆的安全驾驶提高了保障。
根据本公开实施例，还提供了一种车辆的控制装置。需要说明的是，该车辆的 控制装置可以用于执行实施例1中的车辆的控制方法。
图6是根据本公开实施例的一种车辆控制装置的示意图。如图6所示，该车辆的控制装置600可以包括：第一获取组件601、确定组件602、第二获取组件603和控制组件604。
第一获取组件601，设置为获取目标车辆在制动过程中的行驶数据。
确定组件602，设置为基于行驶数据确定目标车辆的目标制动工况。
第二获取组件603，设置为在多组第一控制数据中，获取与目标制动工况相对应的一组目标控制数据，其中，每组第一控制数据与目标车辆的一种制动工况相对应。
控制组件604，设置为基于目标控制数据控制目标车辆制动。
可选地，控制组件604包括：第一控制组件，设置为在基于目标控制数据控制目标车辆制动时，控制发动机处于工作状态，其中，目标车辆包括发动机。
可选地，控制组件604包括：第二控制组件，设置为在基于目标控制数据控制目标车辆制动时，控制变速器处于在挡状态，其中，目标车辆包括变速器。
可选地，第一获取组件601包括：第一获取组件，设置为获取目标车辆在制动过程中，变矩器的状态数据和/或目标车辆的行驶速度，其中，目标车辆包括变矩器。
可选地，确定组件602包括：第一确定组件，设置为基于变矩器的状态数据确定变矩器处于解锁状态，则确定目标车辆的第一目标制动工况。
可选地，确定组件602包括：第二确定组件，在第一目标制动工况下，基于行驶速度、第一速度阈值、变速器的换挡状态、发动机的转速确定第一目标控制数据，其中，目标车辆包括变速器和发动机。
可选地，控制组件604包括：第三控制组件，设置为基于第一目标控制数据控制变速箱控制单元退出和/或增加电子控制单元的扭矩，以使发动机处于工作状态，其中，目标车辆包括变速箱控制单元、电子控制单元。
可选地，确定组件602包括：第三确定组件，设置为基于变矩器的状态数据确定变矩器处于锁止状态，且确定行驶速度小于等于第二速度阈值，则确定目标车辆的第二目标制动工况。
可选地，第二获取组件603包括：第二获取组件，设置为在第二目标制动工况下，基于制动主缸的压力、第一压力阈值，或者，刹车辅助系统的激活状态确定第二目标 控制数据，其中，目标车辆包括制动主缸和刹车辅助系统。
可选地，控制组件604包括：第四控制组件，设置为基于第二目标控制数据控制变矩器处于解锁状态，和/或，增加电子控制单元的扭矩，以使发动机处于工作状态，其中，目标车辆包括电子控制单元和发动机。
可选地，确定组件602包括：第四确定组件，设置为基于变矩器的状态数据确定变矩器处于锁止状态，且确定行驶速度大于第二速度阈值，则确定目标车辆的第三目标制动工况。
可选地，第一获取组件包括：获取子组件，设置为在第三目标制动工况下，基于制动主缸的压力、第二压力阈值，或者，刹车辅助系统的激活状态确定第三目标控制数据，其中，目标车辆包括制动主缸和刹车辅助系统。
可选地，控制组件604包括：第五控制组件，设置为基于第三目标控制数据控制变矩器处于解锁状态，或者，控制变速器在目标车辆处于制动减速过程中，处于降挡状态和控制变矩器处于解锁状态，以使发动机处于工作状态，其中，目标车辆包括变速器和发动机。
在本公开实施例中，车辆在制动时，通过对车辆的不同制动工况进行了分类，在不同的制动工况下提供了不同的控制数据，而不是任何情况下都简单的使用同样的控制数据，通过变速器、发动机和发动机变速器协同控制，从而保证了对车辆控制的精准性和针对性，进而实现了提高对车辆在制动时进行控制效率的技术效果，解决了对车辆在制动时控制效率低的技术问题。
根据本公开实施例，还提供了一种非易失性存储介质，其中，该非易失性存储介质包括存储的程序，其中，在所述程序运行时控制所述非易失性存储介质所在设备执行本申请实施例中任意一项所述的车辆的控制方法。
本申请实施例所提供的各个功能模块可以在车辆的控制方法或者类似的运算装置中运行，也可以作为非易失性存储介质的一部分进行存储。
图7是根据本申请实施例的一种非易失性存储介质的结构示意图。如图7所示，描述了根据本申请的实施方式的程序产品70，其上存储有计算机程序，计算机程序被处理器执行时实现如下步骤的程序代码：
获取目标车辆在制动过程中的行驶数据；
基于行驶数据确定目标车辆的目标制动工况；
在多组第一控制数据中，获取与目标制动工况相对应的一组目标控制数据，其中， 每组第一控制数据与目标车辆的一种制动工况相对应；
基于目标控制数据控制目标车辆制动。
可选地，计算机程序还被处理器执行时实现如下步骤的程序代码：控制发动机处于工作状态，其中，目标车辆包括发动机。
可选地，计算机程序还被处理器执行时实现如下步骤的程序代码：控制变速器处于在挡状态，其中，目标车辆包括变速器。
可选地，计算机程序还被处理器执行时实现如下步骤的程序代码：获取目标车辆在制动过程中，变矩器的状态数据和/或目标车辆的行驶速度，其中，目标车辆包括变矩器。
可选地，计算机程序还被处理器执行时实现如下步骤的程序代码：基于变矩器的状态数据确定变矩器处于解锁状态，则确定目标车辆的第一目标制动工况。
可选地，计算机程序还被处理器执行时实现如下步骤的程序代码：在第一目标制动工况下，基于行驶速度、第一速度阈值、变速器的换挡状态、发动机的转速确定第一目标控制数据，其中，目标车辆包括变速器和发动机。
可选地，计算机程序还被处理器执行时实现如下步骤的程序代码：基于第一目标控制数据控制变速箱控制单元退出和/或增加电子控制单元的扭矩，以使发动机处于工作状态，其中，目标车辆包括变速箱控制单元、电子控制单元。
可选地，计算机程序还被处理器执行时实现如下步骤的程序代码：基于变矩器的状态数据确定变矩器处于锁止状态，且确定行驶速度小于等于第二速度阈值，则确定目标车辆的第二目标制动工况。
可选地，计算机程序还被处理器执行时实现如下步骤的程序代码：在第二目标制动工况下，基于制动主缸的压力、第一压力阈值，或者，刹车辅助系统的激活状态确定第二目标控制数据，其中，目标车辆包括制动主缸和刹车辅助系统。
可选地，计算机程序还被处理器执行时实现如下步骤的程序代码：基于第二目标控制数据控制变矩器处于解锁状态，和/或，增加电子控制单元的扭矩，以使发动机处于工作状态，其中，目标车辆包括电子控制单元和发动机。
可选地，计算机程序还被处理器执行时实现如下步骤的程序代码：基于变矩器的状态数据确定变矩器处于锁止状态，且确定行驶速度大于第二速度阈值，则确定目标车辆的第三目标制动工况。
可选地，计算机程序还被处理器执行时实现如下步骤的程序代码：在第三目标制动工况下，基于制动主缸的压力、第二压力阈值，或者，刹车辅助系统的激活状态确 定第三目标控制数据，其中，目标车辆包括制动主缸和刹车辅助系统。
可选地，计算机程序还被处理器执行时实现如下步骤的程序代码：基于第三目标控制数据控制变矩器处于解锁状态，或者，控制变速器在目标车辆处于制动减速过程中，处于降挡状态和控制变矩器处于解锁状态，以使发动机处于工作状态，其中，目标车辆包括变速器和发动机。
可选地，在本实施例中，非易失性存储介质还可以被设置为车辆的控制方法提供的各种优选地或可选的方法步骤的程序代码。
可选地，本实施例中的具体示例可以参考上述实施例中所描述的示例，本实施例在此不再赘述。
非易失性存储介质可以包括在基带中或者作为载波一部分传播的数据信号，其中承载了可读程序代码。这种传播的数据信号可以采用多种形式，包括但不限于电磁信号、光信号或上述的任意合适的组合。非易失性存储介质可以发送、传播或者传输用于由指令执行系统、装置或者器件使用或者与其结合使用的程序。
非易失性存储介质中包含的程序代码可以用任何适当的介质传输，包括但不限于无线、有线、光缆、射频等等，或者上述的任意合适的组合。
根据本公开实施例，还提供了一种处理器，该处理器设置为运行程序，图8是根据本申请实施例的一种处理器的结构示意图，如图8所示，该处理器80设置为运行程序，其中，所述程序运行时执行实施例1中所述的车辆的控制方法。
在发明本实施例中，上述处理器80可以执行车辆的控制方法的运行程序。
可选地，在本实施例中，处理器80可以被设置为执行下述步骤：
获取目标车辆在制动过程中的行驶数据；
基于行驶数据确定目标车辆的目标制动工况；
在多组第一控制数据中，获取与目标制动工况相对应的一组目标控制数据，其中，每组第一控制数据与目标车辆的一种制动工况相对应；
基于目标控制数据控制目标车辆制动。
可选地，处理器80可以还被设置为执行下述步骤：控制发动机处于工作状态，其中，目标车辆包括发动机。
可选地，处理器80可以还被设置为执行下述步骤：控制变速器处于在挡状态，其中，目标车辆包括变速器。
可选地，处理器80可以还被设置为执行下述步骤：获取目标车辆在制动过程中， 变矩器的状态数据和/或目标车辆的行驶速度，其中，目标车辆包括变矩器。
可选地，处理器80可以还被设置为执行下述步骤：基于变矩器的状态数据确定变矩器处于解锁状态，则确定目标车辆的第一目标制动工况。
可选地，处理器80可以还被设置为执行下述步骤：在第一目标制动工况下，基于行驶速度、第一速度阈值、变速器的换挡状态、发动机的转速确定第一目标控制数据，其中，目标车辆包括变速器和发动机。
可选地，处理器80可以还被设置为执行下述步骤：基于第一目标控制数据控制变速箱控制单元退出和/或增加电子控制单元的扭矩，以使发动机处于工作状态，其中，目标车辆包括变速箱控制单元、电子控制单元。
可选地，处理器80可以还被设置为执行下述步骤：基于变矩器的状态数据确定变矩器处于锁止状态，且确定行驶速度小于等于第二速度阈值，则确定目标车辆的第二目标制动工况。
可选地，处理器80可以还被设置为执行下述步骤：在第二目标制动工况下，基于制动主缸的压力、第一压力阈值，或者，刹车辅助系统的激活状态确定第二目标控制数据，其中，目标车辆包括制动主缸和刹车辅助系统。
可选地，处理器80可以还被设置为执行下述步骤：基于第二目标控制数据控制变矩器处于解锁状态，和/或，增加电子控制单元的扭矩，以使发动机处于工作状态，其中，目标车辆包括电子控制单元和发动机。
可选地，处理器80可以还被设置为执行下述步骤：基于变矩器的状态数据确定变矩器处于锁止状态，且确定行驶速度大于第二速度阈值，则确定目标车辆的第三目标制动工况。
可选地，处理器80可以还被设置为执行下述步骤：在第三目标制动工况下，基于制动主缸的压力、第二压力阈值，或者，刹车辅助系统的激活状态确定第三目标控制数据，其中，目标车辆包括制动主缸和刹车辅助系统。
可选地，处理器80可以还被设置为执行下述步骤：基于第三目标控制数据控制变矩器处于解锁状态，或者，控制变速器在目标车辆处于制动减速过程中，处于降挡状态和控制变矩器处于解锁状态，以使发动机处于工作状态，其中，目标车辆包括变速器和发动机。
上述处理器80可以通过运行存储在存储器内的软件程序以及模块，从而执行各种功能应用以及数据处理，即实现上述的车辆的控制方法。
上述本公开实施例序号仅仅为了描述，不代表实施例的优劣。
在本公开的上述实施例中，对各个实施例的描述都各有侧重，某个实施例中没有详述的部分，可以参见其他实施例的相关描述。
在本申请所提供的几个实施例中，应该理解到，所揭露的技术内容，可通过其它的方式实现。其中，以上所描述的装置实施例仅仅是示意性的，例如所述单元的划分，可以为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，单元或模块的间接耦合或通信连接，可以是电性或其它的形式。
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单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本发明各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。
所述集成的单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个非易失性存储介质中。基于这样的理解，本公开的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的全部或部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可为个人计算机、服务器或者网络设备等)执行本公开各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)、移动硬盘、磁碟或者光盘等各种可以存储程序代码的介质。
以上所述仅是本公开的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本公开原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也应视为本公开的保护范围。
工业实用性
本申请实施例提供的方案可以应用于车辆的控制过程中，获取目标车辆在制动过程中的行驶数据；基于行驶数据确定目标车辆的目标制动工况；在多组第一控制数据中，获取与目标制动工况相对应的一组目标控制数据，其中，每组第一控制数据与目 标车辆的一种制动工况相对应；基于目标控制数据控制目标车辆制动，从而保证了对车辆控制的精准性和针对性，进而实现了提高对车辆在制动时进行控制效率的技术效果，解决了对车辆在制动时控制效率低的技术问题。

Claims (10)

  1. 一种车辆的控制方法，包括：
    获取目标车辆在制动过程中的行驶数据；
    基于所述行驶数据确定所述目标车辆的目标制动工况；
    在多组第一控制数据中，获取与所述目标制动工况相对应的一组目标控制数据，其中，每组所述第一控制数据与所述目标车辆的一种制动工况相对应；
    基于所述目标控制数据控制所述目标车辆制动。
  2. 根据权利要求1所述的方法，其中，在基于所述目标控制数据控制所述目标车辆制动时，所述方法还包括：
    控制发动机处于工作状态，其中，所述目标车辆包括所述发动机。
  3. 根据权利要求1所述的方法，其中，在基于所述目标控制数据控制所述目标车辆制动时，所述方法还包括：
    控制变速器处于在挡状态，其中，所述目标车辆包括所述变速器。
  4. 根据权利要求1所述的方法，其中，获取目标车辆在制动过程中的行驶数据，包括：
    获取所述目标车辆在所述制动过程中，变矩器的状态数据和/或所述目标车辆的行驶速度，其中，所述目标车辆包括所述变矩器。
  5. 根据权利要求4所述的方法，其中，基于所述行驶数据确定所述目标车辆的目标制动工况，包括：
    基于所述变矩器的状态数据确定所述变矩器处于解锁状态，则确定所述目标车辆的第一目标制动工况。
  6. 根据权利要求5所述的方法，其中，获取与所述目标制动工况相对应的一组目标控制数据，包括：
    在所述第一目标制动工况下，基于所述行驶速度、第一速度阈值、变速器的换挡状态、发动机的转速确定第一目标控制数据，其中，所述目标车辆包括所述变速器和所述发动机；
    基于所述第一目标控制数据控制变速箱控制单元退出和/或增加电子控制单 元的扭矩，以使所述发动机处于工作状态，其中，所述目标车辆包括所述变速箱控制单元、所述电子控制单元。
  7. 根据权利要求4所述的方法，其中，基于所述行驶数据确定所述目标车辆的目标制动工况，包括：
    基于所述变矩器的状态数据确定所述变矩器处于锁止状态，且确定所述行驶速度小于等于第二速度阈值，则确定所述目标车辆的第二目标制动工况；
    获取与所述目标制动工况相对应的一组目标控制数据，包括：在所述第二目标制动工况下，基于制动主缸的压力、第一压力阈值，或者，刹车辅助系统的激活状态确定第二目标控制数据，其中，所述目标车辆包括所述制动主缸和所述刹车辅助系统。
  8. 根据权利要求7所述的方法，其中，基于所述目标控制数据控制所述目标车辆制动，包括：
    基于所述第二目标控制数据控制所述变矩器处于解锁状态，和/或，增加电子控制单元的扭矩，以使发动机处于工作状态，其中，所述目标车辆包括所述电子控制单元和所述发动机。
  9. 根据权利要求4所述的方法，其中，基于所述行驶数据确定所述目标车辆的目标制动工况，包括：
    基于所述变矩器的状态数据确定所述变矩器处于锁止状态，且确定所述行驶速度大于第二速度阈值，则确定所述目标车辆的第三目标制动工况；
    获取与所述目标制动工况相对应的一组目标控制数据，包括：在所述第三目标制动工况下，基于制动主缸的压力、第二压力阈值，或者，刹车辅助系统的激活状态确定第三目标控制数据，其中，所述目标车辆包括所述制动主缸和所述刹车辅助系统；
    基于所述目标控制数据控制所述目标车辆制动，包括：基于所述第三目标控制数据控制所述变矩器处于解锁状态，或者，控制变速器在目标车辆处于制动减速过程中，处于降挡状态和控制所述变矩器处于解锁状态，以使发动机处于工作状态，其中，所述目标车辆包括所述变速器和所述发动机。
  10. 一种车辆的控制装置，包括：
    第一获取组件，设置为获取目标车辆在制动过程中的行驶数据；
    确定组件，设置为基于所述行驶数据确定所述目标车辆的目标制动工况；
    第二获取组件，设置为在多组第一控制数据中，获取与所述目标制动工况相对应的一组目标控制数据，其中，每组所述第一控制数据与所述目标车辆的一种制动工况相对应；
    控制组件，设置为基于所述目标控制数据控制所述目标车辆制动。
PCT/CN2022/117084 2021-12-31 2022-09-05 车辆的控制方法和装置 WO2023124194A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202111679580.8A CN114228717A (zh) 2021-12-31 2021-12-31 车辆的控制方法和装置
CN202111679580.8 2021-12-31

Publications (1)

Publication Number Publication Date
WO2023124194A1 true WO2023124194A1 (zh) 2023-07-06

Family

ID=80745436

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2022/117084 WO2023124194A1 (zh) 2021-12-31 2022-09-05 车辆的控制方法和装置

Country Status (2)

Country Link
CN (1) CN114228717A (zh)
WO (1) WO2023124194A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114228717A (zh) * 2021-12-31 2022-03-25 中国第一汽车股份有限公司 车辆的控制方法和装置

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20120012180A (ko) * 2010-07-30 2012-02-09 현대자동차주식회사 자동긴급제동장치 작동 시 엔진정지 방지 방법
JP2014121886A (ja) * 2012-12-14 2014-07-03 Daihatsu Motor Co Ltd 運転支援装置
CN104097638A (zh) * 2013-04-01 2014-10-15 丰田自动车株式会社 用于车辆的控制装置
CN104989537A (zh) * 2015-05-27 2015-10-21 安徽江淮汽车股份有限公司 一种混合动力发动机防熄火控制方法
CN106285975A (zh) * 2016-08-30 2017-01-04 广州汽车集团股份有限公司 发动机控制方法和系统、以及车辆
CN106364478A (zh) * 2016-10-19 2017-02-01 合肥工业大学 一种提高车辆紧急制动性能的自动变速器换挡修正控制方法
CN112572396A (zh) * 2020-12-11 2021-03-30 潍柴动力股份有限公司 手动档车辆aebs控制方法、装置及系统
CN114228717A (zh) * 2021-12-31 2022-03-25 中国第一汽车股份有限公司 车辆的控制方法和装置

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07223464A (ja) * 1994-02-07 1995-08-22 Nippondenso Co Ltd 自動変速機付車両の制御装置
JP4737519B2 (ja) * 2005-06-28 2011-08-03 アイシン・エィ・ダブリュ株式会社 車両制御補助装置及び車両制御補助方法
KR101145622B1 (ko) * 2009-09-25 2012-05-15 기아자동차주식회사 하이브리드 차량의 안전장치 및 제어방법
CN110219739A (zh) * 2018-03-02 2019-09-10 上海汽车集团股份有限公司 一种车辆、发动机的控制方法及控制装置
CN109080624A (zh) * 2018-09-27 2018-12-25 安徽江淮汽车集团股份有限公司 一种自动变速箱的制动控制方法及系统

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20120012180A (ko) * 2010-07-30 2012-02-09 현대자동차주식회사 자동긴급제동장치 작동 시 엔진정지 방지 방법
JP2014121886A (ja) * 2012-12-14 2014-07-03 Daihatsu Motor Co Ltd 運転支援装置
CN104097638A (zh) * 2013-04-01 2014-10-15 丰田自动车株式会社 用于车辆的控制装置
CN104989537A (zh) * 2015-05-27 2015-10-21 安徽江淮汽车股份有限公司 一种混合动力发动机防熄火控制方法
CN106285975A (zh) * 2016-08-30 2017-01-04 广州汽车集团股份有限公司 发动机控制方法和系统、以及车辆
CN106364478A (zh) * 2016-10-19 2017-02-01 合肥工业大学 一种提高车辆紧急制动性能的自动变速器换挡修正控制方法
CN112572396A (zh) * 2020-12-11 2021-03-30 潍柴动力股份有限公司 手动档车辆aebs控制方法、装置及系统
CN114228717A (zh) * 2021-12-31 2022-03-25 中国第一汽车股份有限公司 车辆的控制方法和装置

Also Published As

Publication number Publication date
CN114228717A (zh) 2022-03-25

Similar Documents

Publication Publication Date Title
JP4702595B2 (ja) クラッチ保護システム
EP2900532B1 (en) Launch control
US8666630B2 (en) Method for increasing active duration time of an automatic freewheeling function in a vehicle
JP5935886B2 (ja) 車両の制御装置
WO2013190653A1 (ja) 車両の制御装置
US8321102B2 (en) Method for controlling a drive train of a motor vehicle
JP2009511834A (ja) 自動変速機のギアシフトを制御するための方法および装置
US7014592B2 (en) System and method for controlling an automatic transmission in a vehicle
US10647323B2 (en) Method for operating a motor vehicle by creep mode of the clutch
US8649952B2 (en) Control of a backing vehicle
US8886423B1 (en) Slip control of a binary clutch assembly
US20070225114A1 (en) Automatic transmission with neutral coast down feature
WO2023124194A1 (zh) 车辆的控制方法和装置
CN109139898B (zh) 双离合两挡变速器控制方法及系统
CN105370764A (zh) 双离合自动变速器的控制方法及装置
CN109237014B (zh) 一种湿式双离合器自动变速器的控制方法及系统
CN114763837A (zh) 多挡位的车辆变速器的运行
JP2017096432A (ja) 車両の車間距離制御装置
US9031751B2 (en) Device for controlling automatic transmission
US10955048B2 (en) Fuel economy enhanced transmission manual/hold mode and low mode
JP2008286281A (ja) 自動変速機の制御装置、制御方法およびその方法をコンピュータで実現されるプログラムならびにそのプログラムを記録した記録媒体
JP2019089372A (ja) 車両の制御装置
JPH09323565A (ja) 車両駆動システム制御装置
CN116424297A (zh) 混动车辆的模式切换控制方法、装置、存储介质和车辆
JP4415310B2 (ja) 自動変速制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22913473

Country of ref document: EP

Kind code of ref document: A1