WO2025201527A1 - 车辆控制方法、车辆控制装置和车辆 - Google Patents

车辆控制方法、车辆控制装置和车辆

Info

Publication number
WO2025201527A1
WO2025201527A1 PCT/CN2025/085835 CN2025085835W WO2025201527A1 WO 2025201527 A1 WO2025201527 A1 WO 2025201527A1 CN 2025085835 W CN2025085835 W CN 2025085835W WO 2025201527 A1 WO2025201527 A1 WO 2025201527A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque request
motor torque
engine
filtered
motor
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
PCT/CN2025/085835
Other languages
English (en)
French (fr)
Inventor
李喜豪
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Great Wall Motor Co Ltd
Original Assignee
Great Wall Motor Co Ltd
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 Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Publication of WO2025201527A1 publication Critical patent/WO2025201527A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/146—Display means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque

Definitions

  • the present application relates to the field of vehicle control technology, and in particular to a vehicle control method, a vehicle control device, and a vehicle in the field of vehicle control technology.
  • the present application provides a vehicle control method, which is applied to a vehicle controller.
  • the vehicle control method includes: obtaining a motor torque request, an engine torque request, and a filtered motor torque request and a filtered engine torque request in a target vehicle; obtaining upper and lower limits of the motor torque and upper and lower limits of the engine torque based on the motor torque request and the engine torque request; if the filtered motor torque request is outside the upper and lower limits of the motor torque, controlling the motor torque to be cleared; if the filtered engine torque request is outside the upper and lower limits of the engine torque, controlling the engine torque to be cleared.
  • the upper and lower limits of the motor torque and the upper and lower limits of the engine torque are obtained based on the motor torque request and the engine torque request; since the upper and lower limits of the motor torque and the upper and lower limits of the engine torque are determined based on the motor torque request and the engine torque request respectively, by determining the upper and lower limits for the torque paths in the vehicle respectively, the accuracy of the upper and lower limits of each torque path in the vehicle can be improved; compared with the prior art, when the driver's torque request is cleared when an unexpected torque request is detected in the vehicle, in the present application, if the filtered motor torque request is outside the upper and lower limits of the motor torque, the motor torque is controlled to be cleared, and if the filtered engine torque request is outside the upper and lower limits of the engine torque, the engine torque is controlled to be cleared; thereby, the vehicle's torque request is subjected to more fine-grained fault detection, and in the event of a torque fault in a single path, the torque of the single path is targeted to be cleared, which can reduce
  • the motor torque request is subjected to a first filtering process to obtain the upper and lower limits of the motor torque
  • the engine torque request is subjected to a first filtering process to obtain the upper and lower limits of the engine torque.
  • the upper and lower limits of the motor/engine torque are determined by filtering the motor/engine torque request in this solution, which can improve the accuracy of the upper and lower limits of the motor/engine torque, and perform torque fault detection on this basis, which can improve the accuracy of fault detection.
  • the motor request includes a front motor request and a rear motor request;
  • the filtered motor torque request includes a filtered front motor torque request and a filtered rear motor torque request;
  • the vehicle control method also includes: performing a first filtering process on the front motor torque request and the rear motor torque request to obtain the upper and lower limits of the front motor torque and the upper and lower limits of the rear motor torque; if the filtered front motor torque request is outside the upper and lower limits of the front motor torque, controlling the front motor torque to be cleared; if the filtered rear motor torque request is outside the upper and lower limits of the rear motor torque, controlling the rear motor torque to be cleared.
  • the front motor fault flag is activated to clear the front motor torque; if the filtered rear motor torque request is outside the upper and lower limits of the front motor torque, the rear motor fault flag is activated to clear the rear motor torque.
  • the front motor/rear motor fault flag is activated to clear the front motor/rear motor torque; since whether the front motor/rear motor torque is cleared is obtained through detection, the torque fault detection of the motor in the target vehicle is performed in a finer granularity, and the motor torque is cleared in a targeted manner, it can be ensured that when a torque fault occurs in a single path, the vehicle will not completely stall, thereby improving the driving experience of the driver and passengers.
  • the engine fault flag is activated to reset the engine torque to zero.
  • the vehicle control method further includes: performing torque distribution on the driver torque request to generate a motor torque request and an engine torque request; performing a second filtering process on the motor torque request and the engine torque request to generate a filtered motor torque request and a filtered engine torque request.
  • the vehicle control method further includes: if the filtered motor torque request is outside the upper and lower limits of the motor torque, outputting motor prompt information; wherein the motor prompt information is used to indicate that there is an abnormality in the motor; if the filtered engine torque request is outside the upper and lower limits of the engine torque, outputting engine prompt information; wherein the engine prompt information is used to indicate that there is an abnormality in the engine.
  • prompt information is output in a targeted manner to indicate that there is an abnormality in the motor or engine, allowing the user to repair the motor or engine, thereby improving the safety of the vehicle and the driver and passengers.
  • a driver torque request in the target vehicle is obtained based on vehicle parameters of the target vehicle; the vehicle parameters include pedal position, vehicle speed, and brake master cylinder pressure.
  • a vehicle controller includes a monitoring layer and a functional layer; the monitoring layer obtains a driver torque request in a target vehicle sent by the functional layer; the monitoring layer obtains a motor torque request and an engine torque request generated by torque distribution based on the driver torque sent by the functional layer; the monitoring layer obtains a filtered motor torque request and an engine torque request sent by the functional layer by filtering the motor torque request and the engine torque request; the monitoring layer obtains a first torque upper and lower limit based on vehicle parameters of the target vehicle; the monitoring layer obtains a second torque upper and lower limit based on the motor torque request and the engine torque request; the monitoring layer obtains a motor torque upper and lower limit and an engine torque upper and lower limit based on the motor torque request and the engine torque request; if the driver torque request is outside the first torque upper and lower limits, the vehicle torque is controlled to be cleared; if the driver torque request is outside the first torque upper and lower limits, or if the driver torque request is outside the second torque upper and lower limits, the vehicle torque is controlled to be
  • the present application provides a vehicle control device, which is configured in a vehicle controller.
  • the device includes: a data acquisition module for acquiring the motor torque request, engine torque request, and filtered motor torque request and filtered engine torque request in the target vehicle; a data calculation module for obtaining the upper and lower limits of the motor torque and the upper and lower limits of the engine torque based on the motor torque request and the engine torque request; a first control module for controlling the motor torque to be cleared to zero if the filtered motor torque request is outside the upper and lower limits of the motor torque; and a second control module for controlling the engine torque to be cleared to zero if the filtered engine torque request is outside the upper and lower limits of the engine torque.
  • the data calculation module is specifically configured to perform a first filtering process on the motor torque request to obtain upper and lower limits of the motor torque; and perform a first filtering process on the engine torque request to obtain upper and lower limits of the engine torque.
  • the motor request includes a front motor request and a rear motor request;
  • the filtered motor torque request includes a filtered front motor torque request and a filtered rear motor torque request;
  • the data calculation module is specifically used to perform a first filtering process on the front motor torque request and the rear motor torque request to obtain the upper and lower limits of the front motor torque and the upper and lower limits of the rear motor torque;
  • the first control module is specifically used to control the front motor torque to be cleared if the filtered front motor torque request is outside the front motor torque upper and lower limits; if the filtered rear motor torque request is outside the rear motor torque upper and lower limits, control the rear motor torque to be cleared.
  • the first control module is specifically used to activate the front motor fault flag to clear the front motor torque if the filtered front motor torque request is outside the upper and lower limits of the front motor torque; if the filtered rear motor torque request is outside the upper and lower limits of the front motor torque, activate the rear motor fault flag to clear the rear motor torque.
  • the vehicle control device also includes a generation module, which is specifically used to distribute torque based on the driver's torque request and generate a motor torque request and an engine torque request; perform a second filtering process on the motor torque request and the engine torque request to generate a filtered motor torque request and a filtered engine torque request.
  • a generation module which is specifically used to distribute torque based on the driver's torque request and generate a motor torque request and an engine torque request; perform a second filtering process on the motor torque request and the engine torque request to generate a filtered motor torque request and a filtered engine torque request.
  • the vehicle controller includes a monitoring layer and a functional layer; the data acquisition module is also used to obtain the motor torque request, engine torque request, and filtered motor torque request and filtered engine torque request in the target vehicle sent by the functional layer through the monitoring layer; the data calculation module is also used to obtain the upper and lower limits of the motor torque and the upper and lower limits of the engine torque based on the motor torque request and the engine torque request through the monitoring layer.
  • the present application provides a computer program product, wherein the computer-readable storage medium stores computer program code, and when the computer program code runs on a computer, the computer executes the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect.
  • FIG2 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.
  • FIG3 is a schematic diagram of a framework of a vehicle control method provided in an embodiment of the present application.
  • FIG5 is a schematic structural diagram of a vehicle provided in an embodiment of the present application.
  • FIG1 is a schematic diagram of a scenario of a vehicle control method provided in an embodiment of the present application.
  • the prior art monitors the driver's torque request and, if an unexpected torque request is encountered, resets the driver's torque request to zero, thereby controlling the vehicle to enter a safe state.
  • the present application proposes a vehicle control method, a vehicle control device, and a vehicle.
  • the embodiments of the present application enable more fine-grained fault detection of the vehicle's torque request, reset the torque to zero for a single path with a torque fault, and reduce the probability of vehicle stalls.
  • FIG2 is a schematic flowchart of a vehicle control method provided in an embodiment of the present application.
  • the method shown in FIG2 is executed by a vehicle controller of a vehicle.
  • the vehicle control method 200 includes the following processes:
  • the motor torque requests include a front motor torque request and a rear motor torque request.
  • a driver torque request of the target vehicle is obtained, torque distribution is performed on the driver torque request, a motor torque request and an engine torque request are generated, and a second filtering process is performed on the motor torque request and the engine torque request to generate a filtered motor torque request and a filtered engine torque request.
  • a second filtering process is performed on the front motor torque request to generate a filtered front motor torque request; a second filtering process is performed on the rear motor torque request to generate a filtered rear motor torque request; a second filtering process is performed on the engine torque request to generate a filtered engine torque request, and the filtered front motor torque request, the filtered rear motor torque request, and the filtered engine torque request are sent to the monitoring layer.
  • torque distribution is performed based on a driver torque request based on vehicle parameters of a target vehicle. Specifically, the driver torque request, actual gear position, steering wheel angle signal, maximum available power of the front motor, maximum available power of the rear motor, and maximum available power of the engine of the target vehicle are obtained. The driver torque request, actual gear position, steering wheel angle signal, maximum available power of the front motor, maximum available power of the rear motor, and maximum available power of the engine are input into an electronic control unit for calculation and adjustment to determine the front motor torque request, rear motor torque request, and engine torque request.
  • torque distribution is performed based on the maximum available power of the front motor, the maximum available power of the rear motor, the maximum available power of the engine, and a driver torque request.
  • the sum of the maximum available power of the front motor, the maximum available power of the rear motor, and the maximum available power of the engine in the target vehicle is obtained, and a first proportion of the maximum available power of the front motor to the total available power, a second proportion of the maximum available power of the rear motor to the total available power, and a third proportion of the maximum available power of the engine to the total available power are determined.
  • the front motor torque request, the rear motor torque request, and the engine torque request are determined.
  • the maximum available power P1 of the front motor, the maximum available power P2 of the rear motor, and the maximum available power P3 of the engine are obtained.
  • a first proportion of the maximum available power P1 of the front motor in the sum of available powers T-total, a second proportion of the maximum available power P2 of the rear motor in the sum of available powers T-total, and a third proportion of the maximum available power P3 of the engine in the sum of available powers T-total are determined; according to the product of the first proportion and the driver's torque request, a front motor torque request T1 is generated, the product of the second proportion and the driver's torque request is generated to generate a rear motor torque request T2, and the product of the third proportion and the driver's torque request is generated to generate an engine torque request T3.
  • Ti (Pi/(P1+P2+...+Pn))*T-total
  • the total number of motors and engines in the target vehicle is n
  • Pi represents the maximum available power of the motor or the maximum available power of the engine
  • Ti represents the torque request of the motor or the torque request of the engine.
  • the above scheme generates a filtered motor torque request and a filtered engine torque request by performing a second filtering process on the motor torque request and the engine torque request. Since the torque fault detection of the motor and the engine is performed based on the filtered torque request, the accuracy of the torque fault detection of the motor and the engine can be improved by detecting whether a torque fault occurs in the motor and the engine through the filtered torque request.
  • the driver torque request is derived from the target vehicle's accelerator pedal position, vehicle speed, and brake master cylinder pressure.
  • the functional layer calculates the driver torque request from the accelerator pedal position, target vehicle speed, and brake master cylinder pressure and transmits the driver torque request to the monitoring layer.
  • the monitoring layer also calculates first torque upper and lower limits from the accelerator pedal position, target vehicle speed, and brake master cylinder pressure. The monitoring layer detects whether the driver torque request falls within the first torque upper and lower limits. If the driver torque request falls outside the first torque upper and lower limits, the vehicle torque is reset to zero.
  • the accelerator pedal position in the target vehicle is 0, the vehicle speed is 30 km/h, and the brake master cylinder pressure is 0.
  • the driver torque request is calculated to be 60 N at the functional layer and sent to the monitoring layer.
  • the first torque upper limit is calculated to be +50 N and the lower limit is -50 N based on the accelerator pedal position in the target vehicle being 0, the vehicle speed being 30 km/h, and the brake master cylinder pressure being 0. It is determined that the driver torque request is outside the first torque upper and lower limits, and the vehicle torque is controlled to be reset to zero.
  • the driver's torque request is allocated according to the maximum available power of the front motor, the maximum available power of the rear motor, the maximum available power of the engine and the steering wheel angle information, the front motor torque request, the rear motor torque request and the engine torque request in the target vehicle are determined, and the front motor torque request, the rear motor torque request and the engine torque request are sent to the monitoring layer; the monitoring layer determines the second torque upper and lower limits according to the driver's torque request, and detects whether the sum of the front motor torque request, the rear motor torque request and the engine torque request is within the second torque upper and lower limits; if the sum of the front motor torque request, the rear motor torque request and the engine torque request is outside the second torque upper and lower limits, the vehicle torque is controlled to be reset.
  • a first filtering process is performed on the motor torque request to obtain upper and lower motor torque limits. Specifically, a first filtering process is performed on the front motor torque request and the rear motor torque request to obtain upper and lower front motor torque limits and upper and lower rear motor torque limits. A first filtering process is performed on the engine torque request to obtain upper and lower engine torque limits.
  • the vehicle controller includes a monitoring layer, which is used to monitor the motor torque request or the engine torque request; the monitoring layer determines whether the torque request type is positive torque or negative torque through the driver torque request; the front motor torque request is subjected to a first filtering process to obtain a filtered front motor reference torque, and the upper and lower limits of the front motor torque are 0 to the filtered front motor reference torque; the rear motor torque request is subjected to a first filtering process to obtain a filtered rear motor reference torque, and the upper and lower limits of the rear motor torque are 0 to the filtered rear motor reference torque; the engine torque request is subjected to a first filtering process to obtain a filtered engine reference torque, and the upper and lower limits of the engine torque are 0 to the filtered engine reference torque.
  • the monitoring layer determines whether the torque request type is positive torque or negative torque through the driver torque request
  • the front motor torque request is subjected to a first filtering process to obtain a filtered front motor reference torque, and the upper and lower limits of the front motor
  • a first filtering process is performed on the front motor torque request to generate a filtered front motor reference torque of +10N.
  • a first filtering process is also performed on the rear motor torque request to generate a filtered rear motor reference torque of +10N.
  • a first filtering process is also performed on the engine torque request to generate a filtered engine reference torque of +12N.
  • the front motor torque upper limit is determined to be +10N and the lower limit is 0.
  • the rear motor torque upper limit is determined to be +10N and the lower limit is 0.
  • the engine torque upper limit is determined to be +12N and the lower limit is 0.
  • the monitoring layer performs a first filtering process on the front motor torque request to generate a filtered front motor reference torque of -10N.
  • the rear motor torque request also performs a first filtering process to generate a filtered rear motor reference torque of -10N.
  • the engine torque request also performs a first filtering process to generate a filtered engine reference torque of -12N.
  • the front motor torque upper limit is determined to be 0, and the lower limit is determined to be -10N.
  • the rear motor torque upper limit is determined to be 0, and the lower limit is determined to be -10N.
  • the engine torque upper limit is determined to be 0, and the lower limit is determined to be -12N.
  • the torque request type is determined to be negative torque; if the driver's torque request is +30 N, the torque request type is determined to be positive torque.
  • the torque request type of the driver's torque request can be determined based on actual conditions and is not specifically limited here.
  • the filtering strength of the first filtering process is equal to the filtering strength of the second filtering process; or the filtering strength of the first filtering process is less than the filtering strength of the second filtering process.
  • the filtering strength of the first filtering process and the filtering strength of the second filtering process can be determined based on actual conditions and are not specifically limited here.
  • a first filtering process is performed on the motor torque request to obtain the upper and lower limits of the motor torque
  • a first filtering process is performed on the engine torque request to obtain the upper and lower limits of the engine torque.
  • the upper and lower limits of the motor/engine torque are determined by filtering the motor/engine torque request in this scheme, which can improve the accuracy of the upper and lower limits of the motor/engine torque, and torque fault detection is performed on this basis, which can improve the accuracy of fault detection.
  • the front motor torque is controlled to be cleared. Specifically, if the filtered front motor torque request is outside the front motor torque upper and lower limits, a front motor fault flag is activated to clear the front motor torque to zero.
  • the monitoring layer detects whether the filtered front motor torque request is within the upper and lower limits of the front motor torque. If the filtered front motor torque request is within the upper and lower limits of the front motor torque, it is determined that the output torque of the front motor is equal to the filtered front motor torque request; if the filtered front motor torque request is outside the upper and lower limits of the front motor torque, the front motor fault flag is activated, and the front motor torque is cleared to zero in the safety arbitration module.
  • the front motor torque upper limit is +10N and the lower limit is 0, and the filtered front motor torque request is 8N, it is determined that the filtered front motor torque request is within the front motor torque upper and lower limits, and the front motor output torque is determined to be 8N.
  • the front motor torque upper limit is +10N and the lower limit is 0, and the filtered front motor torque request is 12N, it is determined that the filtered front motor torque request is outside the front motor torque upper and lower limits, the front motor fault flag is activated, and the front motor torque is cleared in the safety arbitration module, that is, the front motor output torque is 0.
  • the rear motor torque is controlled to be cleared. Specifically, if the filtered rear motor torque request is outside the front motor torque upper and lower limits, a rear motor fault flag is activated to clear the rear motor torque to zero.
  • the monitoring layer detects whether the filtered rear motor torque request is within the upper and lower limits of the rear motor torque. If the filtered rear motor torque request is within the upper and lower limits of the rear motor torque, it is determined that the output torque of the rear motor is equal to the filtered rear motor torque request; if the filtered rear motor torque request is outside the upper and lower limits of the rear motor torque, the rear motor fault flag is activated, and the rear motor torque is cleared to zero in the safety arbitration module.
  • a motor prompt message is output, indicating a motor anomaly.
  • a front motor prompt message is output, indicating a front motor anomaly.
  • a rear motor prompt message is output, indicating a rear motor anomaly.
  • the number of front motor abnormalities that activate the front motor fault flag is obtained; if the number of front motor abnormalities is greater than the preset number of front motor abnormalities, a prompt is given to repair the front motor; within a second preset time period after the rear motor prompt information is output, the number of rear motor abnormalities that activate the rear motor fault flag is obtained; if the number of rear motor abnormalities is greater than the preset number of rear motor abnormalities, a prompt is given to repair the rear motor.
  • the first preset period and the second preset period can be set to 6 months, 12 months, etc.
  • the first preset period or the second preset period can be determined based on the age of the target vehicle, where the age is negatively correlated with the first preset period or the second preset period.
  • the first preset period and the second preset period can be the same or different, and are not specifically limited here.
  • the filtered rear motor torque request is determined to be within the rear motor torque upper and lower limits, and the rear motor output torque is determined to be -8N.
  • the rear motor torque upper limit is 0 and the lower limit is -10N, and the filtered rear motor torque request is -12N, the filtered rear motor torque request is determined to be outside the rear motor torque upper and lower limits, the rear motor fault flag is activated, and the rear motor torque is cleared in the safety arbitration module, that is, the rear motor output torque is 0.
  • the front motor/rear motor fault flag is activated to clear the front motor/rear motor torque; since whether the front motor/rear motor torque is cleared is obtained through detection, the torque fault detection of the motor in the target vehicle is performed in a finer granularity, and the motor torque is cleared in a targeted manner, it can ensure that when a torque fault occurs in a single path, the vehicle will not completely stall, thereby improving the driving experience of the driver and passengers.
  • S230 and S240 are not particular, and S230 may be executed first, or S240 may be executed first, or they may be executed simultaneously, which is not specifically limited here.
  • the engine torque is controlled to be cleared. Specifically, if the filtered engine torque request is outside the engine torque upper and lower limits, the engine fault flag is activated to clear the engine torque to zero.
  • the monitoring layer detects whether the filtered engine torque request is within the upper and lower limits of the engine torque. If the filtered engine torque request is within the upper and lower limits of the engine torque, the output torque of the engine is determined to be equal to the filtered engine torque request; if the filtered engine torque request is outside the upper and lower limits of the engine torque, the engine fault flag is activated and the engine torque is cleared to zero in the safety arbitration module.
  • the filtered engine torque request is determined to be within the engine torque upper and lower limits, and the engine output torque is determined to be 8N.
  • the engine torque upper limit is +10N and the lower limit is 0, and the filtered engine torque request is 12N
  • the filtered engine torque request is determined to be outside the engine torque upper and lower limits, the engine fault flag is activated, and the engine torque is cleared to zero in the safety arbitration module, that is, the engine output torque is 0.
  • an engine prompt is output. This prompt is used to indicate an engine anomaly. This targeted prompt, which alerts the user to an engine anomaly and allows them to repair the engine, improves vehicle and passenger safety.
  • the engine prompt information can be output via a display in the target vehicle; alternatively, the engine prompt information can be output via a voice assistant in the target vehicle, such as, for example, "Hello, there is an engine abnormality, please repair it promptly.”
  • the output method and content of the engine prompt information can be determined based on actual circumstances and are not specifically limited here.
  • the engine fault flag is activated to reset the engine torque to zero. Since whether the engine torque is reset to zero is determined through detection, by performing torque fault detection on the engine of the target vehicle at a finer granularity and clearing the engine torque in a targeted manner, it can be ensured that when a torque fault occurs on a single path, the vehicle will not completely stall, thereby improving the driving experience of the driver and passengers.
  • the number of engine abnormalities that activate the engine fault flag is obtained; if the number of engine abnormalities is greater than the engine preset number, a prompt is given to repair the engine.
  • the engine preset number of times can be set to 10 times, 8 times, 5 times, etc.
  • the engine preset number of times, the rear motor preset number of times, and the front motor preset number of times can be the same or different, and are not specifically limited here.
  • the third preset period can be set to 6 months, 12 months, or the like; alternatively, the third preset period can be determined based on the age of the target vehicle, with age being negatively correlated with the third preset period.
  • the third preset period can be determined based on actual circumstances and is not specifically limited herein.
  • the third preset period, the second preset period, and the first preset period can be the same or different and are not specifically limited herein.
  • a vehicle controller includes a monitoring layer and a functional layer.
  • the functional layer obtains the motor torque request, the engine torque request, and the filtered motor torque request and the filtered engine torque request in the target vehicle, and sends the motor torque request, the engine torque request, and the filtered motor torque request and the filtered engine torque request to the monitoring layer.
  • the monitoring layer obtains the upper and lower limits of the motor torque and the upper and lower limits of the engine torque based on the motor torque request and the engine torque request, and detects whether the filtered motor torque request is outside the upper and lower limits of the motor torque. If the filtered motor torque request is outside the upper and lower limits of the motor torque, the motor torque is controlled to be cleared.
  • the functional layer detects whether the filtered engine torque request is outside the upper and lower limits of the engine torque. If the filtered engine torque request is outside the upper and lower limits of the engine torque, the engine torque is controlled to be cleared.
  • this solution detects the torque request in the target vehicle using three fault detection methods, and the three fault detection methods are executed simultaneously without any order.
  • the details are as follows:
  • the driver's torque request is calculated through the accelerator pedal position, vehicle speed, and brake master cylinder pressure, and the first torque upper and lower limits are calculated through the same signal, that is, the first torque upper and lower limits are calculated through the accelerator pedal position, vehicle speed, and brake master cylinder pressure; it is detected whether the driver's torque request is within the first torque upper and lower limits. If the driver's torque request is outside the first torque upper and lower limits, the vehicle torque is controlled to be cleared.
  • the second fault detection method fault detection is performed through the sum of the motor torque request and the engine torque request.
  • torque distribution is performed through the driver's torque request to obtain the motor torque request and the engine torque request, and the second torque upper and lower limits are determined based on the motor torque request and the engine torque request; it is detected whether the sum of the motor torque request and the engine torque request is within the second torque upper and lower limits. If the sum of the motor torque request and the engine torque request is outside the second torque upper and lower limits, the vehicle torque is controlled to be reset to zero.
  • the third fault detection method fault detection is performed through separate paths of the filtered motor torque request and the filtered engine torque request.
  • a second filtering process is performed on the motor torque request and the engine torque request to generate a filtered motor torque request and a filtered engine torque request.
  • the motor torque request is first filtered to obtain upper and lower motor torque limits.
  • the engine torque request is first filtered to obtain upper and lower engine torque limits.
  • a detection is performed to determine whether the filtered motor torque request is within the upper and lower motor torque limits. If the filtered motor torque request is outside the upper and lower motor torque limits, the motor torque is reset to zero.
  • a detection is performed to determine whether the filtered engine torque request is within the upper and lower engine torque limits. If the filtered engine torque request is outside the upper and lower engine torque limits, the engine torque is reset to zero.
  • the driver torque calculation module at the functional layer sends the driver torque request to the torque distribution module, which then distributes the driver torque request to determine the front motor torque request, the rear motor torque request, and the engine torque request. These requests are then sent to the torque distribution monitoring module at the monitoring layer.
  • the torque distribution monitoring module determines second upper and lower torque limits based on the motor and engine torque requests. The module then checks whether the sum of the front motor torque request, the rear motor torque request, and the engine torque request falls outside the second upper and lower torque limits. If this sum falls outside the second upper and lower torque limits, the torque distribution monitoring module sends a vehicle fault flag to the safe state arbitration module, which resets the target vehicle's output torque to zero.
  • the torque distribution monitoring module Detect whether the filtered front motor torque request is within the upper and lower limits of the front motor torque. If the filtered front motor torque request is outside the upper and lower limits of the front motor torque, the torque distribution monitoring module sends the front motor fault flag to the safe state arbitration module to control the front motor output torque to be cleared; detect whether the filtered rear motor torque request is within the upper and lower limits of the rear motor torque. If the filtered rear motor torque request is outside the upper and lower limits of the rear motor torque, the torque distribution monitoring module sends the rear motor fault flag to the safe state arbitration module to control the rear motor output torque to be cleared; detect whether the filtered engine torque request is within the upper and lower limits of the engine torque. If the filtered engine torque request is outside the upper and lower limits of the engine torque, the torque distribution monitoring module sends the engine fault flag to the safe state arbitration module to control the engine output torque to be cleared.
  • the front motor output torque request, rear motor output torque request, and engine output torque request are determined through three fault detection methods. Specifically, if the driver torque request is within the first torque upper and lower limits, and the sum of the motor torque request and the engine torque request is within the second torque upper and lower limits, the front motor output torque request, rear motor output torque request, and engine output torque request are determined based on the fault detection results of each path. If the driver torque request is outside the first torque upper and lower limits, or if the sum of the motor torque request and the engine torque request is outside the second torque upper and lower limits, the front motor output torque request, rear motor output torque request, and engine output torque request are determined to be zero. The safe state arbitration module then transmits the front motor output torque request, rear motor output torque request, and engine output torque request to the CAN bus.
  • FIG4 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application.
  • a data acquisition module 410 is configured to acquire a motor torque request, an engine torque request, and a filtered motor torque request and a filtered engine torque request in a target vehicle;
  • a data calculation module 420 is configured to obtain upper and lower limits of the motor torque and upper and lower limits of the engine torque based on the motor torque request and the engine torque request;
  • the second control module 440 is configured to control the engine torque to be reset to zero if the filtered engine torque request is outside the upper and lower engine torque limits.
  • the data calculation module 420 is specifically configured to: perform a first filtering process on the motor torque request to obtain upper and lower limits of the motor torque; and perform a first filtering process on the engine torque request to obtain upper and lower limits of the engine torque.
  • the first control module 430 is specifically used to: if the filtered front motor torque request is outside the upper and lower limits of the front motor torque, activate the front motor fault flag to clear the front motor torque to zero; if the filtered rear motor torque request is outside the upper and lower limits of the front motor torque, activate the rear motor fault flag to clear the rear motor torque to zero.
  • the vehicle 500 includes: a memory 510 and a processor 520 , wherein the memory 510 stores an executable program code 530 , and the processor 520 is configured to call and execute the executable program code 530 to perform a vehicle control method.
  • the memory 510 can be used to store relevant programs of the vehicle control method provided in the embodiment of the present application; the processor 520 can call the relevant programs of the vehicle control method stored in the memory 510 to execute the vehicle control method of the embodiment of the present application; for example, obtain the motor torque request, engine torque request, and filtered motor torque request and filtered engine torque request in the target vehicle; based on the motor torque request and the engine torque request, obtain the upper and lower limits of the motor torque and the upper and lower limits of the engine torque; if the filtered motor torque request is outside the upper and lower limits of the motor torque, control the motor torque to be cleared; if the filtered engine torque request is outside the upper and lower limits of the engine torque, control the engine torque to be cleared.
  • the device may further include a data acquisition module, a data calculation module, a first control module, a second control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.
  • the processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure herein.
  • the processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.
  • DSP digital signal processing
  • the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiment.
  • the disclosed devices and methods can be implemented in other ways.
  • the device embodiments described above are merely schematic.
  • the division of modules or units is only a logical function division.
  • Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

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Abstract

本申请提供了一种车辆控制方法、车辆控制装置和车辆，车辆控制方法应用于整车控制器，包括：获取目标车辆中的电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求；基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限；若滤波后的电机扭矩请求位于电机扭矩上下限之外，控制电机扭矩清零；若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，控制发动机扭矩清零。车辆控制方法能够降低车辆失速的出现概率。

Description

车辆控制方法、车辆控制装置和车辆
本申请要求于2024年03月29日提交的申请号为202410378591X、发明名称为“车辆控制方法、车辆控制装置和车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆控制技术领域，尤其涉及车辆控制技术领域中一种车辆控制方法、车辆控制装置和车辆。
背景技术
对于多个动力源的车辆(例如，四驱车辆)，通常在检测到车辆存在非预期扭矩时将驾驶员扭矩请求清零；但是，从实际驾驶角度考虑，车辆在行驶过程中频繁发生车辆失速会严重影响驾驶员驾驶体验。因此，如何降低车辆失速的出现概率成为亟待解决的问题。
发明内容
本申请提供了一种车辆控制方法、车辆控制装置和车辆，车辆控制方法能够对车辆的扭矩请求进行更细粒度的故障检测，对存在扭矩故障的单一路径进行扭矩清零，降低车辆失速的出现概率。
本申请的其他特性和优点将通过下面的详细描述变得显然，或部分地通过本申请的实践而习得。
第一个方面，本申请提供了一种车辆控制方法，应用于整车控制器，车辆控制方法包括：获取目标车辆中的电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求；基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限；若滤波后的电机扭矩请求位于电机扭矩上下限之外，控制电机扭矩清零；若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，控制发动机扭矩清零。
上述技术方案中，基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限；由于电机扭矩上下限与发动机扭矩上下限分别基于电机扭矩请求与发动机扭矩请求确定，通过对车辆中扭矩路径分别确定上下限，能够提高车辆中各扭矩路径上下限的精准性；与现有技术中，在检测到车辆存在非预期扭矩请求时将驾驶员扭矩请求清零相比，本申请中若滤波后的电机扭矩请求位于电机扭矩上下限之外，控制电机扭矩清零，若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，控制发动机扭矩清零；从而对车辆的扭矩请求进行更细粒度的故障检测，在单一路径出现扭矩故障的情况下，有针对性地对单一路径进行扭矩清零，能够降低车辆失速的出现概率，提高驾乘人员的驾乘体验。
一种可能的实现方式中，对电机扭矩请求进行第一滤波处理，得到电机扭矩上下限；对发动机扭矩请求进行第一滤波处理，得到发动机扭矩上下限。
上述技术方案中，对电机扭矩请求进行第一滤波处理，得到电机扭矩上下限，对发动机扭矩请求进行第一滤波处理，得到发动机扭矩上下限；相比于通过电机/发动机扭矩请求确定电机/发动机扭矩上下限，本方案中通过对电机/发动机扭矩请求进行滤波处理确定电机/发动机扭矩上下限，能够提高电机/发动机扭矩上下限的准确性，在此基础上进行扭矩故障检测，能够提高故障检测的准确性。
一种可能的实现方式中，电机请求包括前电机请求与后电机请求；滤波后的电机扭矩请求包括滤波后的前电机扭矩请求与滤波后的后电机扭矩请求；车辆控制方法还包括：对前电机扭矩请求与后电机扭矩请求进行第一滤波处理，得到前电机扭矩上下限与后电机扭矩上下限；若滤波后的前电机扭矩请求位于前电机扭矩上下限之外，控制前电机扭矩清零；若滤波后的后电机扭矩请求位于后电机扭矩上下限之外，控制后电机扭矩清零。
一种可能的实现方式中，若滤波后的前电机扭矩请求位于前电机扭矩上下限之外，激活前电机故障标志位，以使前电机扭矩清零；若滤波后的后电机扭矩请求位于前电机扭矩上下限之外，激活后电机故障标志位，以使后电机扭矩清零。
上述技术方案中，若滤波后的前电机/后电机扭矩请求位于前电机/后电机扭矩上下限之外，激活前电机/后电机故障标志位，以使前电机/后电机扭矩清零；由于前电机/后电机扭矩是否清零是通过检测得到，通过从而更细粒度对目标车辆中电机进行扭矩故障检测，并有针对性地对电机扭矩清零，能够确保单一路径出现扭矩故障时，车辆不会完全失速，提高驾乘人员的驾乘体验。
一种可能的实现方式中，若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，激活发动机故障标志位，以使发动机扭矩清零。
上述技术方案中，若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，激活发动机故障标志位，以使发动机扭矩清零；由于发动机扭矩是否清零是通过检测得到，通过从更细粒度对目标车辆中发动机进行扭矩故障检测，并有针对性地对发动机扭矩清零，能够确保单一路径出现扭矩故障时，车辆不会完全失速，提高驾乘人员的驾乘体验。
一种可能的实现方式中，车辆控制方法还包括：对驾驶员扭矩请求进行扭矩分配，生成电机扭矩请求与发动机扭矩请求；电机扭矩请求与发动机扭矩请求进行第二滤波处理，生成滤波后的电机扭矩请求与滤波后的发动机扭矩请求。
上述技术方案中，通过对电机扭矩请求与发动机扭矩请求进行第二滤波处理，生成滤波后的电机扭矩请求与滤波后的发动机扭矩请求；由于对电机与发动机的扭矩故障检测是基于滤波后的扭矩请求进行的，通过滤波后的扭矩请求检测电机与发动机是否出现扭矩故障，能够提高对电机与发动机的扭矩故障检测的准确性。
一种可能的实现方式中，车辆控制方法还包括：若滤波后的电机扭矩请求位于电机扭矩上下限之外，输出电机提示信息；其中，电机提示信息用于提示电机存在异常；若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，输出发动机提示信息；其中，发动机提示信息用于提示发动机存在异常。
上述技术方案中，通过有针对性地输出提示信息，以提示电机或者发动机存在异常，使用户对电机或者发动机进行维修，能够提高车辆和驾乘人员的安全性。
一种可能的实现方式中，整车控制器包括监控层和功能层；车辆控制方法还包括：通过监控层获取功能层发送的目标车辆中的电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求；通过监控层基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限。
第二个方面，本申请提供了一种车辆控制方法，应用于整车控制器，车辆控制方法包括：获取目标车辆中的驾驶员扭矩请求，基于驾驶员扭矩请求进行扭矩分配，生成电机扭矩请求与发动机扭矩请求；对电机扭矩请求与发动机扭矩请求进行滤波处理，生成滤波后的电机扭矩请求与滤波后的发动机扭矩请求；基于目标车辆的车辆参数，得到第一扭矩上下限；基于电机扭矩请求与发动机扭矩请求，得到第二扭矩上下限；基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限；若驾驶员扭矩请求位于第一扭矩上下限之外，或者，若驾驶员扭矩请求位于第二扭矩上下限之外，控制整车扭矩清零；若滤波后的电机扭矩请求位于电机扭矩上下限之外，控制电机扭矩清零；若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，控制发动机扭矩清零。
一种可能的实现方式中，基于目标车辆的车辆参数，得到目标车辆中的驾驶员扭矩请求；车辆参数包括：踏板位置、车速与制动主缸压力。
一种可能的实现方式中，整车控制器包括监控层和功能层；通过监控层获取功能层发送的目标车辆中的驾驶员扭矩请求；通过监控层获取功能层发送的基于驾驶员扭矩进行扭矩分配，生成的电机扭矩请求与发动机扭矩请求；通过监控层获取功能层发送的对电机扭矩请求与发动机扭矩请求进行滤波处理，生成的滤波后的电机扭矩请求与滤波后的发动机扭矩请求；通过监控层基于目标车辆的车辆参数，得到第一扭矩上下限；通过监控层基于电机扭矩请求与发动机扭矩请求，得到第二扭矩上下限；通过监控层基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限；若驾驶员扭矩请求位于第一扭矩上下限之外，控制整车扭矩清零；若驾驶员扭矩请求位于第一扭矩上下限之外，或者，若驾驶员扭矩请求位于第二扭矩上下限之外，控制整车扭矩清零；若滤波后的电机扭矩请求位于电机扭矩上下限之外，控制电机扭矩清零；若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，控制发动机扭矩清零。
应理解，在上述第一方面中对相关内容的扩展、限定、解释和说明也适用于第二方面中相同的内容。
第三个方面，本申请提供了一种车辆控制装置，车辆控制装置配置于整车控制器，装置包括：数据获取模块，用于获取目标车辆中的电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求；数据计算模块，用于基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限；第一控制模块，用于若滤波后的电机扭矩请求位于电机扭矩上下限之外，控制电机扭矩清零；第二控制模块，用于若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，控制发动机扭矩清零。
一种可能的实现方式中，数据计算模块，具体用于对电机扭矩请求进行第一滤波处理，得到电机扭矩上下限；对发动机扭矩请求进行第一滤波处理，得到发动机扭矩上下限。
一种可能的实现方式中，电机请求包括前电机请求与后电机请求；滤波后的电机扭矩请求包括滤波后的前电机扭矩请求与滤波后的后电机扭矩请求；数据计算模块，具体用于对前电机扭矩请求与后电机扭矩请求进行第一滤波处理，得到前电机扭矩上下限与后电机扭矩上下限；第一控制模块，具体用于若滤波后的前电机扭矩请求位于前电机扭矩上下限之外，控制前电机扭矩清零；若滤波后的后电机扭矩请求位于后电机扭矩上下限之外，控制后电机扭矩清零。
一种可能的实现方式中，第一控制模块，具体用于若滤波后的前电机扭矩请求位于前电机扭矩上下限之外，激活前电机故障标志位，以使前电机扭矩清零；若滤波后的后电机扭矩请求位于前电机扭矩上下限之外，激活后电机故障标志位，以使后电机扭矩清零。
一种可能的实现方式中，第二控制模块，具体用于若发动机扭矩请求位于发动机扭矩上下限之外，激活发动机故障标志位，以使发动机扭矩清零。
一种可能的实现方式中，车辆控制装置还包括生成模块，生成模块具体用于对驾驶员扭矩请求进行扭矩分配，生成电机扭矩请求与发动机扭矩请求；对电机扭矩请求与发动机扭矩请求进行第二滤波处理，生成滤波后的电机扭矩请求与滤波后的发动机扭矩请求。
一种可能的实现方式中，车辆控制装置还包括输出模块，输出模块具体用于若滤波后的电机扭矩请求位于电机扭矩上下限之外，输出电机提示信息；其中，电机提示信息用于提示电机存在异常；若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，输出发动机提示信息；其中，发动机提示信息用于提示发动机存在异常。
一种可能的实现方式中，整车控制器包括监控层和功能层；数据获取模块，还用于通过监控层获取功能层发送的目标车辆中的电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求；数据计算模块，还用于通过监控层基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限。
第四个方面，本申请提供了一种车辆，包括存储器和处理器。存储器用于存储可执行程序代码；处理器用于从存储器中调用并运行可执行程序代码，使得车辆执行上述第一方面或第一方面任意一种可能的实现方式中的车辆控制方法。
第五个方面，本申请提供了一种计算机程序产品，该计算机可读存储介质存储有计算机程序代码，当该计算机程序代码在计算机上运行时，使得该计算机执行上述第一方面或第一方面任意一种可能的实现方式中的车辆控制方法。
第六个方面，本申请提供了一种计算机程序产品，该计算机程序产品包括：计算机程序代码，当该计算机程序代码在计算机上运行时，使得该计算机执行上述第一方面或第一方面任意一种可能的实现方式中的车辆控制方法。
附图说明
此处的附图被并入说明书中并构成本说明书的一部分，示出了符合本申请的实施例，并与说明书一起用于解释本申请的原理。显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本申请实施例提供的一种车辆控制方法的场景示意图；
图2是本申请实施例提供的一种车辆控制方法的示意性流程图；
图3是本申请实施例提供的一种车辆控制方法的框架示意图；
图4是本申请实施例提供的一种车辆控制装置的结构示意图；
图5是本申请实施例提供的一种车辆的结构示意图。
具体实施方式
为使本申请的目的、技术方案和优点更加清楚，下面将结合附图对本申请实施例方式作进一步的详细描述。
下面的描述涉及附图时，除非另有表示，不同附图中的相同数字表示相同或相似的要素。以下示例性实施例中所描述的实施方式并不代表与本申请相一致的所有实施方式。相反，它们仅是如所附权利要求书中所详述的、本申请的一些方面相一致的装置和方法的例子。
在本申请的描述中，需要理解的是，术语“第一”、“第二”等仅用于描述目的，而不能理解为指示或暗示相对重要性。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。此外，在本申请的描述中，除非另有说明，“多个”是指两个或两个以上。“和/或”，描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。字符“/”一般表示前后关联对象是一种“或”的关系。
图1是本申请实施例提供的一种车辆控制方法的场景示意图。
示例性的，如图1所示，目标车辆包括前电机、后电机、发动机，在目标车辆行驶过程中，可以通过前电机、后电机以及发动机向目标车辆提供动力。在车辆上电后，获取滤波后的前电机扭矩请求、滤波后的后电机扭矩请求以及滤波后的发动机扭矩请求，若滤波后的前电机扭矩请求位于前电机扭矩上下限之外，控制电机扭矩清零，若滤波后的后电机扭矩请求位于后电机扭矩上下限之外，控制后电机扭矩清零，若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，控制发动机扭矩清零。
可以理解的是，若滤波后的前电机扭矩请求位于前电机扭矩上下限，控制前电机输出扭矩为滤波后的前电机扭矩请求，若滤波后的后电机扭矩请求位于后电机扭矩上下限，控制后电机输出扭矩为滤波后的后电机扭矩请求，若滤波后的发动机扭矩请求位于发动机扭矩上下限，控制发动机输出扭矩为滤波后的发动机扭矩请求。从而可以从更细粒度对目标车辆的扭矩请求进行故障检测，并根据检测结果有针对性地对目标车辆中的发动机或者电机的输出扭矩清零，进而降低目标车辆失速的概率，提高驾乘人员的驾乘体验。
需要说明的是，现有技术中通过监控驾驶员扭矩请求，若驾驶员扭矩请求出现非预期的扭矩请求时，将驾驶员扭矩请求清零，即控制车辆进入安全状态。但是，从实际的角度考虑，车辆在行驶过程中频繁发生车辆失速会严重影响驾乘人员的驾乘体验。有鉴于此，本申请提出了一种车辆控制方法、车辆控制装置和车辆，通过本申请的实施例，能够对车辆的扭矩请求进行更细粒度的故障检测，对存在扭矩故障的单一路径进行扭矩清零，降低车辆失速的出现概率。
图2是本申请实施例提供的一种车辆控制方法的示意性流程图。
示例性的，图2所示的方法由车辆的整车控制器执行。
示例性的，如图2所示，车辆控制方法200包括以下过程：
S210，获取目标车辆中的电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求。
其中，电机扭矩请求包括前电机扭矩请求与后电机扭矩请求。
示例性的，获取目标车辆的驾驶员扭矩请求，对驾驶员扭矩请求进行扭矩分配，生成电机扭矩请求与发动机扭矩请求，对电机扭矩请求与发动机扭矩请求进行第二滤波处理，生成滤波后的电机扭矩请求与滤波后的发动机扭矩请求。
具体地，整车控制器包括功能层与监控层，在功能层根据前电机的最大可用功率、后电机的最大可用功率、发动机的最大可用扭矩以及方向盘转角信息，对驾驶员扭矩请求进行扭矩分配，生成目标车辆中前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求，向监控层发送前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求。
进一步地，在功能层对前电机扭矩请求进行第二滤波处理，生成滤波后的前电机扭矩请求；对后电机扭矩请求进行第二滤波处理，生成滤波后的后电机扭矩请求；对发动机扭矩请求进行第二滤波处理，生成滤波后的发动机扭矩请求，向监控层发送滤波后的前电机扭矩请求、滤波后的后电机扭矩请求以及滤波后的发动机扭矩请求。
在一个示例中，根据目标车辆的车辆参数对驾驶员扭矩请求进行扭矩分配。具体地，获取目标车辆的驾驶员扭矩请求、档位实际位置、方向盘转角信号、前电机的最大可用功率、后电机的最大可用功率以及发动机的最大可用功率，将驾驶员扭矩请求、档位实际位置、方向盘转角信号、前电机的最大可用功率、后电机的最大可用功率以及发动机的最大可用功率输入电控单元进行计算和调整，确定前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求。
可以理解的是，目标车辆的档位实际位置不同，前电机、后电机或者发动机的工作工况以及效率可能不尽相同。因此通过档位实际位置调整目标车辆中前电机扭矩请求、后电机扭矩请求或者发动机扭矩请求，能够扭矩分配的准确性。
在另一个示例中，根据前电机的最大可用功率、后电机的最大可用功率、发动机的最大可用功率以及驾驶员扭矩请求进行扭矩分配。具体地，获取目标车辆中前电机的最大可用功率、后电机的最大可用功率以及发动机的最大可用功率的可用功率之和，确定前电机的最大可用功率在可用功率之和中的第一占比、后电机的最大可用功率在可用功率之和中的第二占比以及发动机的最大可用功率在可用功率之和中的第三占比；根据第一占比、第二占比、第三占比以及驾驶员扭矩请求，确定前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求。
例如，获取前电机的最大可用功率P1、后电机的最大可用功率P2、发动机的最大可用功率P3，根据前电机的最大可用功率P1、后电机的最大可用功率P2以及发动机的最大可用功率P3之和，得到可用功率之和T-total，T-total＝P1+P2+P3。确定前电机的最大可用功率P1在可用功率之和T-total中的第一占比、后电机的最大可用功率P2在可用功率之和T-total中的第二占比以及发动机的最大可用功率P3在可用功率之和T-total中的第三占比；根据第一占比与驾驶员扭矩请求的乘积，生成前电机扭矩请求T1，第二占比与驾驶员扭矩请求的乘积，生成后电机扭矩请求T2，第三占比与驾驶员扭矩请求的乘积，生成发动机扭矩请求T3。具体表达式可以表示如下：
Ti＝(Pi/(P1+P2+...+Pn))*T-total
其中，目标车辆中电机与发动机的总数为n，Pi表示电机的最大可用功率或者发动机的最大可用功率，Ti表示电机的扭矩请求或者发动机的扭矩请求。
在又一个示例中，根据目标车辆在各种工况下电机或者发动机参与动力输出的输出扭矩，根据当前工况以及驾驶员扭矩请求进行扭矩分配。例如，获取目标车辆在加速情况下，电机或者发动机的输出扭矩；在爬坡情况下，电机或者发动机的输出扭矩；在高速行驶情况下，电机或者发动机的输出扭矩等等。获取目标车辆当前工况以及驾驶员扭矩请求，确定前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求。
上述方案，通过对电机扭矩请求与发动机扭矩请求进行第二滤波处理，生成滤波后的电机扭矩请求与滤波后的发动机扭矩请求；由于对电机与发动机的扭矩故障检测是基于滤波后的扭矩请求进行的，通过滤波后的扭矩请求检测电机与发动机是否出现扭矩故障，能够提高对电机与发动机的扭矩故障检测的准确性。
示例性的，驾驶员扭矩请求是通过目标车辆的加速踏板位置、车速与制动主缸压力得到，具体地，在功能层通过加速踏板位置、目标车辆的车速与制动主缸压力计算得到驾驶员扭矩请求，并向监控层发送驾驶员扭矩请求；在监控层通过加速踏板位置、目标车辆的车速与制动主缸压力计算得到第一扭矩上下限。在监控层检测驾驶员扭矩请求是否位于第一扭矩上下限，若驾驶员扭矩请求位于第一扭矩上下限之外，控制整车扭矩清零。
例如，目标车辆中加速踏板位置为0，车速为30km/h，制动主缸压力为0，在功能层计算得到驾驶员扭矩请求为60N，并发送到监控层；在监控层根据目标车辆中加速踏板位置为0，车速为30km/h，制动主缸压力为0计算得到第一扭矩上限为+50N，下限为-50N，则确定驾驶员扭矩请求位于第一扭矩上下限之外，控制整车扭矩清零。
示例性的，在功能层计算驾驶员扭矩请求之后，根据前电机的最大可用功率、后电机的最大可用功率、发动机的最大可用功率以及方向盘转角信息，将驾驶员扭矩请求进行分配，确定目标车辆中前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求，并向监控层发送前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求；监控层根据驾驶员扭矩请求，确定第二扭矩上下限，并检测前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求之和是否位于第二扭矩上下限；若前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求之和位于第二扭矩上下限之外，控制整车扭矩清零。
S220，基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限。
示例性的，对电机扭矩请求进行第一滤波处理，得到电机扭矩上下限；具体地，对前电机扭矩请求与后电机扭矩请求进行第一滤波处理，得到前电机扭矩上下限与后电机扭矩上下限。对发动机扭矩请求进行第一滤波处理，得到发动机扭矩上下限。
具体地，整车控制器包括监控层，监控层是用于监控电机扭矩请求或者发动机扭矩请求；在监控层通过驾驶员扭矩请求确定扭矩请求类型为正扭矩或者负扭矩；对前电机扭矩请求进行第一滤波处理，得到滤波后的前电机参考扭矩，则前电机扭矩上下限为0至滤波后的前电机参考扭矩；对后电机扭矩请求进行第一滤波处理，得到滤波后的后电机参考扭矩，则后电机扭矩上下限为0至滤波后的后电机参考扭矩；对发动机扭矩请求进行第一滤波处理，得到滤波后的发动机参考扭矩，则发动机扭矩上下限为0至滤波后的发动机参考扭矩。
例如，在监控层获取驾驶员扭矩请求的扭矩请求类型为正扭矩，对前电机扭矩请求进行第一滤波处理，生成滤波后的前电机参考扭矩为+10N；对后电机扭矩请求进行第一滤波处理，生成滤波后的后电机参考扭矩为+10N；对发动机扭矩请求进行第一滤波处理，生成滤波后的发动机参考扭矩为+12N。确定前电机扭矩上限为+10N、下限为0，后电机扭矩上限为+10N、下限为0，发动机扭矩上限为+12N、下限为0。
或者，在监控层获取驾驶员扭矩请求的扭矩请求类型为负扭矩，对前电机扭矩请求进行第一滤波处理，生成滤波后的前电机参考扭矩为-10N；对后电机扭矩请求进行第一滤波处理，生成滤波后的后电机参考扭矩为-10N；对发动机扭矩请求进行第一滤波处理，生成滤波后的发动机参考扭矩为-12N。确定前电机扭矩上限为0、下限为-10N，后电机扭矩上限为0、下限为-10N，发动机扭矩上限为0、下限为-12N。
示例性的，若驾驶员扭矩请求为-30N，确定扭矩请求类型为负扭矩；若驾驶员扭矩请求为+30N，确定驾驶员扭矩请求的扭矩请求类型为正扭矩。驾驶员扭矩请求的扭矩请求类型可以根据实际情况进行确定，在此不做具体限定。
示例性的，第一滤波处理的滤波强度与第二滤波处理的滤波强度相等；或者，第一滤波处理的滤波强度小于第二滤波处理的滤波强度。第一滤波处理的滤波强度与第二滤波处理的滤波强度可以根据实际情况进行确定，在此不做具体限定。
需要说明的是，第一滤波处理的滤波强度小于第二滤波处理的滤波强度，即第二滤波处理对输入数据的抑制程度更高。理想状态下，在输入信号相同的情况下，分别进行第一滤波处理与第二滤波处理，第二滤波处理的数值结果小于第一滤波处理的数值结果。
上述方案，对电机扭矩请求进行第一滤波处理，得到电机扭矩上下限，对发动机扭矩请求进行第一滤波处理，得到发动机扭矩上下限；相比于通过电机/发动机扭矩请求确定电机/发动机扭矩上下限，本方案中通过对电机/发动机扭矩请求进行滤波处理确定电机/发动机扭矩上下限，能够提高电机/发动机扭矩上下限的准确性，在此基础上进行扭矩故障检测，能够提高故障检测的准确性。
S230，若滤波后的电机扭矩请求位于电机扭矩上下限之外，控制电机扭矩清零。
示例性的，若滤波后的前电机扭矩请求位于前电机扭矩上下限之外，控制前电机扭矩清零。具体地，若滤波后的前电机扭矩请求位于前电机扭矩上下限之外，激活前电机故障标志位，以使前电机扭矩清零。
具体地，在监控层检测滤波后的前电机扭矩请求是否位于前电机扭矩上下限，若滤波后的前电机扭矩请求位于前电机扭矩上下限，确定前电机的输出扭矩等于滤波后的前电机扭矩请求；若滤波后的前电机扭矩请求位于前电机扭矩上下限之外，激活前电机故障标志位，在安全仲裁模块将前电机扭矩清零。
例如，前电机扭矩上限为+10N、下限为0，滤波后的前电机扭矩请求为8N，确定滤波后的前电机扭矩请求位于前电机扭矩上下限，确定前电机的输出扭矩等于8N。或者，前电机扭矩上限为+10N、下限为0，滤波后的前电机扭矩请求为12N，确定滤波后的前电机扭矩请求位于前电机扭矩上下限之外，激活前电机故障标志位，在安全仲裁模块将前电机扭矩清零，即前电机的输出扭矩为0。
示例性的，若滤波后的后电机扭矩请求位于后电机扭矩上下限之外，控制后电机扭矩清零。具体地，若滤波后的后电机扭矩请求位于前电机扭矩上下限之外，激活后电机故障标志位，以使后电机扭矩清零。
具体地，在监控层检测滤波后的后电机扭矩请求是否位于后电机扭矩上下限，若滤波后的后电机扭矩请求位于后电机扭矩上下限，确定后电机的输出扭矩等于滤波后的后电机扭矩请求；若滤波后的后电机扭矩请求位于后电机扭矩上下限之外，激活后电机故障标志位，在安全仲裁模块将后电机扭矩清零。
进一步地，若滤波后的电机扭矩请求位于电机扭矩上下限之外，输出电机提示信息，电机提示信息用于提示电机存在异常。具体地，若滤波后的前电机扭矩请求位于前电机扭矩上下限之外，输出前电机提示信息，前电机提示信息用于提示前电机存在异常；若滤波后的后电机扭矩请求位于后电机扭矩上下限之外，输出后电机提示信息，后电机提示信息用于提示后电机存在异常。从而通过有针对性地输出提示信息，以提示电机存在异常，使用户对电机进行维修，能够提高车辆和驾乘人员的安全性。
示例性的，电机提示信息可以通过目标车辆的显示器输出；或者，电机提示信息可以通过目标车辆中语音助手输出，例如，电机提示信息为“您好，电机存在异常，请及时维修”。电机提示信息的输出方式以及输出内容可以根据实际情况进行确定，在此不做具体限定。
在输出前电机提示信息后的第一预设时段内，获取激活前电机故障标志位的前电机异常次数；若前电机异常次数大于前电机预设次数，提示对前电机进行维修；在输出后电机提示信息后的第二预设时段内，获取激活后电机故障标志位的后电机异常次数；若后电机异常次数大于后电机预设次数，提示对后电机进行维修。
示例性的，前电机预设次数、后电机预设次数可以设置为10次、8次、5次等。后电机预设次数、前电机预设次数可以相同，也可以不同，在此不做具体限定。
示例性的，第一预设时段、第二预设时段可以设置为6个月、12个月等等；或者，第一预设时段或者第二预设时段可以根据目标车辆的行驶年限确定，行驶年限与第一预设时段或者第二预设时段负相关。第一预设时段、第二预设时段可以相同，也可以不同，在此不做具体限定。
例如，后电机扭矩上限为0、下限为-10N，滤波后的后电机扭矩请求为-8N，确定滤波后的后电机扭矩请求位于后电机扭矩上下限，确定后电机的输出扭矩等于-8N。或者，后电机扭矩上限为0、下限为-10N，滤波后的后电机扭矩请求为-12N，确定滤波后的后电机扭矩请求位于后电机扭矩上下限之外，激活后电机故障标志位，在安全仲裁模块将后电机扭矩清零，即后电机的输出扭矩为0。
需要说明的是，检测滤波后的前电机扭矩请求是否位于前电机上下限，以及监测滤波后的后电机扭矩请求是否位于后电机上下限之间无先后顺序，可以同时执行，也可以先滤波后的前电机扭矩请求，或者先检测滤波后的后电机扭矩请求，具体不做限定。
上述方案，若滤波后的前电机/后电机扭矩请求位于前电机/后电机扭矩上下限之外，激活前电机/后电机故障标志位，以使前电机/后电机扭矩清零；由于前电机/后电机扭矩是否清零是通过检测得到，通过从而更细粒度对目标车辆中电机进行扭矩故障检测，并有针对性地对电机扭矩清零，能够确保单一路径出现扭矩故障时，车辆不会完全失速，提高驾乘人员的驾乘体验。
S240，若所述滤波后的发动机扭矩请求位于所述发动机扭矩上下限之外，控制发动机扭矩清零。
需要说明的是，S230和S240的执行顺序不分先后，可以先执行S230，也可以先执行S240，或者同时执行，在此不做具体限定。
示例性的，若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，控制发动机扭矩清零。具体地，若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，激活发动机故障标志位，以使发动机扭矩清零。
具体地，在监控层检测滤波后的发动机扭矩请求是否位于发动机扭矩上下限，若滤波后的发动机扭矩请求位于发动机扭矩上下限，确定发动机的输出扭矩等于滤波后的发动机扭矩请求；若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，激活发动机故障标志位，在安全仲裁模块将发动机扭矩清零。
例如，发动机扭矩上限为+10N、下限为0，滤波后的发动机扭矩请求为8N，确定滤波后的发动机扭矩请求位于发动机扭矩上下限，确定发动机的输出扭矩等于8N。或者，发动机扭矩上限为+10N、下限为0，滤波后的发动机扭矩请求为12N，确定滤波后的发动机扭矩请求位于发动机扭矩上下限之外，激活发动机故障标志位，在安全仲裁模块将发动机扭矩清零，即发动机的输出扭矩为0。
进一步地，若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，输出发动机提示信息，发动机提示信息用于提示发动机存在异常。从而通过有针对性地输出提示信息，以提示发动机存在异常，使用户对发动机进行维修，能够提高车辆和驾乘人员的安全性。
示例性的，发动机提示信息可以通过目标车辆的显示器输出；或者，发动机提示信息可以通过目标车辆中语音助手输出，例如，发动机提示信息为“您好，发动机存在异常，请及时维修”。发动机提示信息的输出方式以及输出内容可以根据实际情况进行确定，在此不做具体限定。
上述方案，若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，激活发动机故障标志位，以使发动机扭矩清零；由于发动机扭矩是否清零是通过检测得到，通过从更细粒度对目标车辆中发动机进行扭矩故障检测，并有针对性地对发动机扭矩清零，能够确保单一路径出现扭矩故障时，车辆不会完全失速，提高驾乘人员的驾乘体验。
在输出发动机提示信息后的第三预设时段内，获取激活发动机故障标志位的发动机异常次数；若发动机异常次数大于发动机预设次数，提示对发动机进行维修。
示例性的，发动机预设次数可以设置为10次、8次、5次等。发动机预设次数、后电机预设次数、前电机预设次数可以相同，也可以不同，在此不做具体限定。
示例性的，第三预设时段可以设置为6个月、12个月等等；或者，第三预设时段可以根据目标车辆的行驶年限确定，行驶年限与第三预设时段负相关。第三预设时段可以根据实际情况进行确定，在此不做具体限定。此外，第三预设时段、第二预设时段、第一预设时段可以相同，也可以不同，在此不做具体限定。
在一个示例中，整车控制器包括监控层和功能层，通过功能层获取目标车辆中的电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求，并向监控层发送电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求；通过监控层基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限，并检测滤波后的电机扭矩请求是否位于电机扭矩上下限之外，若滤波后的电机扭矩请求位于电机扭矩上下限之外，控制电机扭矩清零；检测滤波后的发动机扭矩请求是否位于发动机扭矩上下限之外，若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，控制发动机扭矩清零。
上述技术方案，基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限；由于电机扭矩上下限与发动机扭矩上下限分别基于电机扭矩请求与发动机扭矩请求确定，通过对车辆中扭矩路径分别确定上下限，能够提高车辆中各扭矩路径上下限的精准性；与现有技术中，在检测到车辆存在非预期扭矩请求时将驾驶员扭矩请求清零相比，本申请中若滤波后的电机扭矩请求位于所述电机扭矩上下限之外，控制电机扭矩清零，若滤波后的发动机扭矩请求位于所述发动机扭矩上下限之外，控制发动机扭矩清零；从而对车辆的扭矩请求进行更细粒度的故障检测，在单一路径出现扭矩故障的情况下，有针对性地对单一路径进行扭矩清零，能够降低车辆失速的概率，提高驾乘人员的驾乘体验。
在一个示例中，本方案是通过三种故障检测方式对目标车辆中的扭矩请求进行检测，且三种故障检测方式是同时执行的，无先后顺序。具体如下：
第一种故障检测方式：通过驾驶员扭矩请求进行故障检测。
示例性地，通过加速踏板位置、车速、制动主缸压力进行计算，得到驾驶员扭矩请求，并通过相同信号计算出第一扭矩上下限，即通过加速踏板位置、车速、制动主缸压力进行计算，得到第一扭矩上下限；检测驾驶员扭矩请求是否位于第一扭矩上下限，若驾驶员扭矩请求位于第一扭矩上下限之外，控制整车扭矩清零。
第二种故障检测方式：通过电机扭矩请求与发动机扭矩请求之和进行故障检测。
示例性地，通过驾驶员扭矩请求进行扭矩分配，得到电机扭矩请求与发动机扭矩请求，根据电机扭矩请求与发动机扭矩请求，确定第二扭矩上下限；检测电机扭矩请求与发动机扭矩请求之和是否位于第二扭矩上下限，若电机扭矩请求与发动机扭矩请求之和位于第二扭矩上下限之外，控制整车扭矩清零。
第三种故障检测方式：通过滤波后的电机扭矩请求与滤波后的发动机扭矩请求分路径进行故障检测。
示例性地，对电机扭矩请求与发动机扭矩请求进行第二滤波处理，生成滤波后的电机扭矩请求与滤波后的发动机扭矩请求，对电机扭矩请求进行第一滤波处理，得到电机扭矩上下限；对发动机扭矩请求进行第一滤波处理，得到发动机扭矩上下限。检测滤波后的电机扭矩请求是否位于电机扭矩上下限，若滤波后的电机扭矩请求位于电机扭矩上下限之外，控制电机扭矩清零；检测滤波后的发动机扭矩请求是否位于发动机扭矩上下限，若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，控制发动机扭矩清零。
下面结合图3对三种故障检测方式进行说明。图3是本申请实施例提供的一种车辆控制方法的框架示意图。
示例性的，如图3所示，整车控制器包括监控层和监控层。通过CAN(Controller Area Network，控制器局域网络)输入目标车辆的车辆参数，车辆参数包括加速踏板位置、车速、制动主缸压力、档位实际位置、方向盘转角信号、前电机最大可用功率、后电机最大可用功率和发动最大可用扭矩等等。在整车控制器中，功能层和监控层分别通过输入接口模块获取车辆参数，并在功能层的驾驶员扭矩计算模块中，根据加速踏板位置、车速、制动主缸压力，确定目标车辆的驾驶员扭矩请求，并通过驾驶员扭矩计算模块将驾驶员扭矩请求发送至监控层的驾驶员扭矩监控模块；驾驶员扭矩监控模块根据监控层的输入接口模块获取的加速踏板位置、车速、制动主缸压力，计算第一扭矩上下限，并检测驾驶员扭矩请求是否位于第一扭矩上下限，若驾驶员扭矩请求位于第一扭矩上下限之外，驾驶员扭矩监控模块发送整车故障标志位至扭矩分配监控模块，扭矩分配监控模块将整车故障标志位发送至安全状态仲裁模块，以控制目标车辆的整车输出扭矩清零。
功能层的驾驶员扭矩计算模块将驾驶员扭矩请求发送至扭矩分配模块，通过扭矩分配模块对驾驶员扭矩请求进行扭矩分配，确定前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求，并将前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求发送至监控层的扭矩分配监控模块；扭矩分配监控模块根据电机扭矩请求与发动机扭矩请求，确定第二扭矩上下限。检测前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求之和是否位于第二扭矩上下限，若前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求之和位于第二扭矩上下限之外，扭矩分配监控模块将整车故障标志位发送至安全状态仲裁模块，以控制目标车辆的整车输出扭矩清零。
功能层的扭矩分配模块将将前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求发送至扭矩滤波模块，扭矩滤波模块对前电机扭矩请求进行第二滤波处理，生成滤波后的前电机扭矩请求，扭矩滤波模块对后电机扭矩请求进行第二滤波处理，生成滤波后的后电机扭矩请求，扭矩滤波模块对发动机扭矩请求进行第二滤波处理，生成滤波后的发动机扭矩请求，并将滤波后的前电机扭矩请求、后电机扭矩请求以及发动机扭矩请求发送至监控层的扭矩分配监控模块；扭矩分配监控模块对扭矩分配模块发送的前电机扭矩请求与后电机扭矩请求进行第一滤波处理，得到前电机扭矩上下限与后电机扭矩上下限，扭矩分配监控模块对扭矩分配模块发送的发动机扭矩请求进行第一滤波处理，得到发动机扭矩上下限。检测滤波后的前电机扭矩请求是否位于前电机扭矩上下限，若滤波后的前电机扭矩请求位于前电机扭矩上下限之外，扭矩分配监控模块将前电机故障标志位发送至安全状态仲裁模块，以控制前电机输出扭矩清零；检测滤波后的后电机扭矩请求是否位于后电机扭矩上下限，若滤波后的后电机扭矩请求位于后电机扭矩上下限之外，扭矩分配监控模块将后电机故障标志位发送至安全状态仲裁模块，以控制后电机输出扭矩清零；检测滤波后的发动机扭矩请求是否位于发动机扭矩上下限，若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，扭矩分配监控模块将发动机故障标志位发送至安全状态仲裁模块，以控制发动机输出扭矩清零。
进一步地，通过三种故障检测方式，确定前电机输出扭矩请求、后电机输出扭矩请求以及发动机输出扭矩请求。具体地，若驾驶员扭矩请求位于第一扭矩上下限，且电机扭矩请求与发动机扭矩请求之和位于第二扭矩上下限，根据各路径的故障检测结果，分别确定前电机输出扭矩请求、后电机输出扭矩请求以及发动机输出扭矩请求。若驾驶员扭矩请求位于第一扭矩上下限之外，或者，电机扭矩请求与发动机扭矩请求之和位于第二扭矩上下限之外，确定前电机输出扭矩请求为零、后电机输出扭矩请求为零、发动机输出扭矩请求为零。进而通过安全状态仲裁模块将前电机输出扭矩请求、后电机输出扭矩请求以及发动机输出扭矩请求发送至CAN总线。
图4是本申请实施例提供的一种车辆控制装置的结构示意图。
其中，该车辆控制装置400配置于车辆中的整车控制器。
示例性的，如图4所示，该车辆控制装置400包括：
数据获取模块410，用于获取目标车辆中的电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求；
数据计算模块420，用于基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限；
第一控制模块430，用于若滤波后的电机扭矩请求位于电机扭矩上下限之外，控制电机扭矩清零；
第二控制模块440，用于若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，控制发动机扭矩清零。
一种可能的实现方式中，数据计算模块420具体用于：对电机扭矩请求进行第一滤波处理，得到电机扭矩上下限；对发动机扭矩请求进行第一滤波处理，得到发动机扭矩上下限。
一种可能的实现方式中，电机请求包括前电机请求与后电机请求；滤波后的电机扭矩请求包括滤波后的前电机扭矩请求与滤波后的后电机扭矩请求；数据计算模块420具体用于：对前电机扭矩请求与后电机扭矩请求进行第一滤波处理，得到前电机扭矩上下限与后电机扭矩上下限；第一控制模块430具体用于：若滤波后的前电机扭矩请求位于前电机扭矩上下限之外，控制前电机扭矩清零；若滤波后的后电机扭矩请求位于后电机扭矩上下限之外，控制后电机扭矩清零。
一种可能的实现方式中，第一控制模块430具体用于：若滤波后的前电机扭矩请求位于前电机扭矩上下限之外，激活前电机故障标志位，以使前电机扭矩清零；若滤波后的后电机扭矩请求位于前电机扭矩上下限之外，激活后电机故障标志位，以使后电机扭矩清零。
一种可能的实现方式中，第二控制模块440具体用于：若发动机扭矩请求位于发动机扭矩上下限之外，激活发动机故障标志位，以使发动机扭矩清零。
一种可能的实现方式中，车辆控制模块400还包括生成模块，生成模块具体用于：对驾驶员扭矩请求进行扭矩分配，生成电机扭矩请求与发动机扭矩请求；对电机扭矩请求与发动机扭矩请求进行第二滤波处理，生成滤波后的电机扭矩请求与滤波后的发动机扭矩请求。
一种可能的实现方式中，车辆控制模块400还包括输出模块，输出模块具体用于：若滤波后的电机扭矩请求位于电机扭矩上下限之外，输出电机提示信息；其中，电机提示信息用于提示电机存在异常；若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，输出发动机提示信息；其中，发动机提示信息用于提示发动机存在异常。
一种可能的实现方式中，整车控制器包括监控层和功能层；数据获取模块410还用于：通过监控层获取功能层发送的目标车辆中的电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求；数据计算模块420还用于：通过监控层基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限。
图5是本申请实施例提供的一种车辆的结构示意图。
示例性的，如图5所示，该车辆500包括：存储器510和处理器520，其中，存储器510中存储有可执行程序代码530，处理器520用于调用并执行该可执行程序代码530执行一种车辆控制方法。
示例性的，存储器510可以用于存储本申请实施例中提供的车辆控制方法的相关程序；处理器520可以调用存储器510中存储的车辆控制方法的相关程序，执行本申请实施例的车辆控制方法；例如，获取目标车辆中的电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求；基于电机扭矩请求与发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限；若滤波后的电机扭矩请求位于电机扭矩上下限之外，控制电机扭矩清零；若滤波后的发动机扭矩请求位于发动机扭矩上下限之外，控制发动机扭矩清零。
本实施例可以根据上述方法示例对该装置进行功能模块的划分，例如，可以对应各个功能模块，也可以将两个或两个以上的功能集成在一个处理模块中，上述集成的模块可以采用硬件的形式实现。需要说明的是，本实施例中对模块的划分是示意性的，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式。
在采用对应各个功能划分各个功能模块的情况下，该装置还可以包括数据获取模块、数据计算模块、第一控制模块和第二控制模块等。需要说明的是，上述方法实施例涉及的各个步骤的所有相关内容都可以援引到对应功能模块的功能描述，在此不再赘述。
应理解，本实施例提供的装置用于执行上述一种车辆控制方法，因此可以达到与上述实现方法相同的效果。
在采用集成的单元的情况下，该装置可以包括处理模块、存储模块。其中，当该装置应用于车辆上时，处理模块可以用于对车辆的动作进行控制管理。存储模块可以用于支持车辆执行相互程序代码等。
其中，处理模块可以是处理器或控制器，其可以实现或执行结合本申请公开内容所示的各种示例性的逻辑方框，模块和电路。处理器也可以是实现计算功能的组合，例如包括一个或多个微处理器组合，数字信号处理(digital signal processing，DSP)和微处理器的组合等等，存储模块可以是存储器。
另外，本申请的实施例提供的装置具体可以是芯片、组件或模块，该芯片可包括相连的处理器和存储器；其中，存储器用于存储指令，当处理器调用并执行指令时，可以使芯片执行上述实施例提供的一种车辆控制方法。
本申请还提供一种计算机可读存储介质，该计算机可读存储介质中存储有计算机程序代码，当该计算机程序代码在计算机上运行时，使得计算机执行上述相关方法步骤实现上述实施例提供的一种车辆控制方法。其中，计算机可读存储介质可以包括但不限于任何类型的盘，包括软盘、光盘、数字通用光盘(Digital Video Disc，DVD)、紧凑型光盘只读储存器(Compact Disc Read-Only Memory，CD-ROM)、微型驱动器以及磁光盘、只读储存器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、可擦除可编程只读存储器(Erasable Programmable Read-Only Memory，EPROM)、带电可擦可编程只读存储器(Electrically Erasable Programmable read only memory，EEPROM)、动态随机存取存储器(Dynamic Random Access Memory，DRAM)、影像随机接达记忆器(Video Random Access Memory，VRAM)、闪速存储器设备、磁卡或光卡、纳米系统(包括分子存储器IC)，或适合于存储指令和/或数据的任何类型的媒介或设备。
本申请还提供了一种计算机程序产品，当该计算机程序产品在计算机上运行时，使得计算机执行上述相关步骤，以实现上述实施例提供的一种车辆控制方法。
其中，本申请提供的车辆、计算机可读存储介质、计算机程序产品或芯片均用于执行上文所提供的对应的方法，因此，其所能达到的有益效果可参考上文所提供的对应的方法中的有益效果，此处不再赘述。
通过以上实施方式的描述，所属领域的技术人员可以了解到，为描述的方便和简洁，仅以上述各功能模块的划分进行举例说明，实际应用中，可以根据需要而将上述功能分配由不同的功能模块完成，即将装置的内部结构划分成不同的功能模块，以完成以上描述的全部或者部分功能。
在本申请所提供的实施例中，应该理解到，所揭露的装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，模块或单元的划分，仅仅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装置，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，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
以上内容，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以权利要求的保护范围为准。

Claims (10)

  1. 一种车辆控制方法，应用于整车控制器，包括：
    获取目标车辆中的电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求；
    基于所述电机扭矩请求与所述发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限；
    若所述滤波后的电机扭矩请求位于所述电机扭矩上下限之外，控制电机扭矩清零；
    若所述滤波后的发动机扭矩请求位于所述发动机扭矩上下限之外，控制发动机扭矩清零。
  2. 根据权利要求1所述的车辆控制方法，其中，所述基于所述电机扭矩请求与所述发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限，包括：
    对所述电机扭矩请求进行第一滤波处理，得到所述电机扭矩上下限；
    对所述发动机扭矩请求进行所述第一滤波处理，得到所述发动机扭矩上下限。
  3. 根据权利要求2所述的车辆控制方法，其中，所述电机请求包括前电机请求与后电机请求；所述滤波后的电机扭矩请求包括滤波后的前电机扭矩请求与滤波后的后电机扭矩请求；
    所述对所述电机扭矩请求进行第一滤波处理，得到所述电机扭矩上下限，包括：
    对所述前电机扭矩请求与所述后电机扭矩请求进行所述第一滤波处理，得到前电机扭矩上下限与后电机扭矩上下限；
    所述若所述滤波后的电机扭矩请求位于所述电机扭矩上下限之外，控制电机扭矩清零，包括：
    若所述滤波后的前电机扭矩请求位于所述前电机扭矩上下限之外，控制前电机扭矩清零；
    若所述滤波后的后电机扭矩请求位于所述后电机扭矩上下限之外，控制后电机扭矩清零。
  4. 根据权利要求3所述的车辆控制方法，其中，所述若所述滤波后的前电机扭矩请求位于所述前电机扭矩上下限之外，控制前电机扭矩清零，包括：
    若所述滤波后的前电机扭矩请求位于所述前电机扭矩上下限之外，激活前电机故障标志位，以使所述前电机扭矩清零；
    所述若所述滤波后的后电机扭矩请求位于所述后电机扭矩上下限之外，控制后电机扭矩清零，包括：
    若所述滤波后的后电机扭矩请求位于所述前电机扭矩上下限之外，激活后电机故障标志位，以使所述后电机扭矩清零。
  5. 根据权利要求1所述的车辆控制方法，其中，所述若所述滤波后的发动机扭矩请求位于所述发动机扭矩上下限之外，控制发动机扭矩清零，包括：
    若所述发动机扭矩请求位于所述发动机扭矩上下限之外，激活发动机故障标志位，以使所述发动机扭矩清零。
  6. 根据权利要求1所述的车辆控制方法，其中，车辆控制方法还包括：
    对驾驶员扭矩请求进行扭矩分配，生成所述电机扭矩请求与所述发动机扭矩请求；
    对所述电机扭矩请求与所述发动机扭矩请求进行第二滤波处理，生成所述滤波后的电机扭矩请求与所述滤波后的发动机扭矩请求。
  7. 根据权利要求1所述的车辆控制方法，其中，车辆控制方法还包括：
    若所述滤波后的电机扭矩请求位于所述电机扭矩上下限之外，输出电机提示信息；其中，所述电机提示信息用于提示电机存在异常；
    若所述滤波后的发动机扭矩请求位于所述发动机扭矩上下限之外，输出发动机提示信息；其中，所述发动机提示信息用于提示发动机存在异常。
  8. 根据权利要求1所述的车辆控制方法，其中，所述整车控制器包括监控层和功能层；
    所述获取目标车辆中的电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求，包括：
    通过所述监控层获取所述功能层发送的所述电机扭矩请求、所述发动机扭矩请求，以及所述滤波后的电机扭矩请求与所述滤波后的发动机扭矩请求；
    所述基于所述电机扭矩请求与所述发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限，包括：
    通过所述监控层基于所述电机扭矩请求与所述发动机扭矩请求，得到所述电机扭矩上下限与所述发动机扭矩上下限。
  9. 一种车辆控制装置，配置于整车控制器，包括：
    数据获取模块，用于获取目标车辆中的电机扭矩请求、发动机扭矩请求，以及滤波后的电机扭矩请求与滤波后的发动机扭矩请求；
    数据计算模块，用于基于所述电机扭矩请求与所述发动机扭矩请求，得到电机扭矩上下限与发动机扭矩上下限；
    第一控制模块，用于若所述滤波后的电机扭矩请求位于所述电机扭矩上下限之外，控制电机扭矩清零；
    第二控制模块，用于若所述滤波后的发动机扭矩请求位于所述发动机扭矩上下限之外，控制发动机扭矩清零。
  10. 一种车辆，其特征在于，所述车辆包括：
    存储器，用于存储可执行程序代码；
    处理器，用于从所述存储器中调用并运行所述可执行程序代码，使得所述车辆执行如权利要求1至8中任意一项所述的车辆控制方法。
PCT/CN2025/085835 2024-03-29 2025-03-28 车辆控制方法、车辆控制装置和车辆 Pending WO2025201527A1 (zh)

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