A control method, system and device for self-adapting pedal torque and a vehicle

Abstract

The application relates to a control method, system and device for self-adapting pedal torque and a vehicle, the method comprising the following steps: calculating a pedal coefficient according to a pedal opening degree, and mode switching of a Pedal Map in multiple modes established in advance according to the pedal coefficient; determining a torque coefficient from the selected Pedal Map according to the pedal opening degree and a motor rotating speed; correcting the torque coefficient according to a battery temperature, a battery state of charge and a battery state of health to obtain a battery corrected torque coefficient; correcting the battery corrected torque coefficient according to a motor temperature to obtain a motor-battery corrected torque coefficient; and self-adapting the pedal torque according to the motor-battery corrected torque coefficient. The application adjusts the torque coefficient through key information such as the pedal opening degree, the SOC, the SOH, the battery temperature and the motor temperature, self-adapts the whole vehicle torque output, realizes protection of high-voltage parts such as the battery and the motor, and matches the pedal feeling with the actual power output.

Description

Technical Field

[0001] This invention relates to the field of vehicle control, specifically to a control method, system, device, and vehicle for adaptively adjusting pedal torque. Background Technology

[0002] With the widespread adoption of pure electric vehicles, balancing vehicle power and range economy has become a core technological challenge. Pedal Map, as a core control strategy defining the mapping relationship between pedal opening, vehicle speed, and the target output torque of the motor, directly determines the vehicle's power response characteristics and energy consumption. Existing electric vehicle Pedal Map control schemes mostly employ fixed mode switching, such as Eco mode, Standard mode, and Sport mode. Each mode corresponds to a fixed pedal torque mapping curve, allowing only manual switching and failing to adaptively and dynamically adjust based on the real-time operating status of the battery, motor, and vehicle.

[0003] In existing technologies, some solutions only support customers to select fixed driving modes through the instrument panel or central control screen, such as economy mode, standard mode, and sport mode. Each mode corresponds to a different pedal torque mapping curve to meet the needs of customers under different operating conditions.

[0004] During actual driving, key parameters affecting the vehicle's torque output change dynamically in real time, such as battery temperature, motor temperature, and SOC. When the battery is in a low SOC, low temperature, and high degradation state, if high torque output is still executed according to the conventional Pedal Map, it will lead to battery overheating due to overcurrent, rapid range reduction, accelerated cell life degradation, and a mismatch between pedal feel and actual output, reducing driving comfort and battery safety. Summary of the Invention

[0005] The present invention provides a control method, system, device and vehicle for adaptively adjusting pedal torque to solve at least one of the above-mentioned technical problems.

[0006] First aspect: The technical solution of the present invention to solve the above-mentioned technical problems is as follows: A control method for adaptively adjusting pedal torque, comprising: Real-time data collection of electric vehicle pedal opening, motor speed, motor temperature, battery temperature, battery charge, and battery health; The pedal coefficient is calculated based on the pedal opening, and the mode of the Pedal Map in the pre-established multiple modes is switched according to the pedal coefficient to select the Pedal Map of the corresponding mode. The torque coefficient is determined from the selected Pedal Map based on the pedal opening and the motor speed; The torque coefficient is corrected based on the battery temperature, battery charge, and battery health to obtain the battery corrected torque coefficient; The corrected torque coefficient of the battery is obtained by correcting the motor temperature; The pedal torque is adaptively adjusted based on the torque coefficient corrected by the motor battery.

[0007] Based on the above technical solution, the present invention can be further improved as follows.

[0008] Furthermore, the pedal coefficient is calculated based on the pedal opening, specifically including: Based on the sampling interval, the rate of change of pedal opening is calculated according to the pedal opening of two adjacent sampling intervals; Within a preset period, based on preset weights, the pedal opening change rate of the first half of the period and the pedal opening change rate of the second half of the period are weighted and averaged to obtain the pedal coefficient within the preset period.

[0009] Furthermore, the Pedal Map is used to characterize the mapping relationship between pedal opening and vehicle speed and torque coefficient; The Pedal Map includes three modes: a first mode, a second mode, and a third mode. The torque coefficient in the Pedal Map of the first mode is less than 1, the torque coefficient in the Pedal Map of the second mode is equal to 1, and the torque coefficient in the Pedal Map of the third mode is greater than 1.

[0010] Furthermore, based on the pedal coefficient, the pre-established Pedal Maps under various modes are switched in mode, specifically including: If the current mode of the Pedal Map is the second mode: when the pedal coefficient is greater than the first preset value, the mode of the Pedal Map is switched from the second mode to the first mode; when the pedal coefficient is less than the second preset value, the mode of the Pedal Map is switched from the second mode to the third mode. If the current mode of the Pedal Map is the third mode: when the pedal coefficient is greater than the third preset value, the mode of the Pedal Map is switched from the third mode to the second mode; If the current mode of the Pedal Map is the first mode: when the pedal coefficient is less than the fourth preset value, the mode of the Pedal Map is switched from the first mode to the second mode; When the electric vehicle is powered on, the current mode of the Pedal Map defaults to the second mode.

[0011] Furthermore, the torque coefficient is determined from the selected Pedal Map based on the pedal opening and the motor speed, specifically including: The vehicle speed is calculated based on the motor speed; wherein the formula for calculating the vehicle speed is: Vehicle speed = Motor speed / Overall vehicle speed ratio * Unit conversion factor; The corresponding torque coefficient is obtained by querying the selected Pedal Map based on the vehicle speed and the pedal opening.

[0012] Furthermore, the torque coefficient is corrected based on the battery temperature, the battery charge, and the battery health, specifically including: The corresponding battery coefficient is selected from a preset battery coefficient table based on the battery temperature and the battery charge; wherein, the battery coefficient table is used to characterize the mapping relationship between battery temperature, battery charge and battery coefficient; The battery coefficient is multiplied by the battery health status to obtain the battery correction coefficient; The battery correction coefficient is multiplied by the torque coefficient to correct the torque coefficient, thus obtaining the battery corrected torque coefficient.

[0013] Furthermore, the battery correction torque coefficient is corrected based on the motor temperature to obtain the motor-battery correction torque coefficient, specifically including: Based on the motor temperature, a corresponding motor correction coefficient is selected from a preset motor coefficient table; wherein, the motor coefficient table is used to characterize the mapping relationship between motor temperature and motor correction coefficient; The motor correction coefficient and the battery correction torque coefficient are multiplied to correct the battery correction torque coefficient, thus obtaining the motor-battery correction torque coefficient.

[0014] The second aspect: Based on the above-described adaptive pedal torque control method, the present invention also provides an adaptive pedal torque control system.

[0015] An adaptive pedal torque adjustment control system, applied to the adaptive pedal torque adjustment control method described above, includes: The data acquisition module is used to collect data on the pedal opening, motor speed, motor temperature, battery temperature, battery charge, and battery health of electric vehicles in real time. The mode switching module is used to calculate the pedal coefficient based on the pedal opening and switch the Pedal Map in multiple pre-established modes according to the pedal coefficient to select the Pedal Map of the corresponding mode. A torque coefficient determination module is used to determine the torque coefficient from a selected PedalMap based on the pedal opening and the motor speed; A battery correction module is used to correct the torque coefficient based on the battery temperature, the battery charge, and the battery health to obtain a battery corrected torque coefficient. A motor correction module is used to correct the battery correction torque coefficient based on the motor temperature to obtain the motor-battery correction torque coefficient. An adaptive adjustment module is used to adaptively adjust the pedal torque based on the torque coefficient corrected by the motor battery.

[0016] Third aspect: Based on the above-mentioned adaptive pedal torque control method, the present invention also provides an adaptive pedal torque control device.

[0017] A control device for adaptively adjusting pedal torque includes a processor, a memory, and a computer program stored in the memory. When the computer program is executed by the processor, it implements the adaptive pedal torque control method as described above.

[0018] Fourth aspect: Based on the above-mentioned adaptive pedal torque adjustment control device, the present invention also provides a vehicle.

[0019] A vehicle includes an electric vehicle body and a control device, as described above, disposed on the electric vehicle body for adaptively adjusting pedal torque.

[0020] The beneficial effects of the present invention are as follows: The present invention provides a control method, system, device and vehicle for adaptively adjusting pedal torque. By collecting key information such as pedal opening, SOC, SOH, battery temperature and motor temperature, the torque coefficient is adjusted, thereby adaptively adjusting the torque output of the whole vehicle, realizing the protection of high-voltage components such as battery and motor, and achieving matching between pedal feel and actual power output. Attached Figure Description

[0021] Figure 1 This is a flowchart of a control method for adaptively adjusting pedal torque according to the present invention; Figure 2 Example diagram showing the three-dimensional space of the Pedal Map in the first mode; Figure 3 Example diagram showing the three-dimensional space of the Pedal Map in the second mode; Figure 4 Example diagram showing the three-dimensional spatial representation of the Pedal Map in the third mode; Figure 5Example diagram of Pedal Map mode switching; Figure 6 Example diagram showing the three-dimensional space representation of the battery coefficient table; Figure 7 Example diagram of a two-dimensional spatial representation of the motor coefficient table; Figure 8 This is a schematic diagram of a control method for adaptively adjusting pedal torque according to the present invention. Figure 9 This is a structural block diagram of a control system for adaptively adjusting pedal torque according to the present invention; Figure 10 This is a structural block diagram of a control device for adaptively adjusting pedal torque according to the present invention. Detailed Implementation

[0022] The principles and features of the present invention are described below with reference to the accompanying drawings. The examples given are only for explaining the present invention and are not intended to limit the scope of the present invention.

[0023] Example 1: like Figure 1 As shown, a control method for adaptively adjusting pedal torque includes: Real-time data collection of electric vehicle pedal opening, motor speed, motor temperature, battery temperature, battery charge, and battery health; The pedal coefficient is calculated based on the pedal opening, and the mode of the Pedal Map in the pre-established multiple modes is switched according to the pedal coefficient to select the Pedal Map of the corresponding mode. The torque coefficient is determined from the selected Pedal Map based on the pedal opening and the motor speed; The torque coefficient is corrected based on the battery temperature, battery charge, and battery health to obtain the battery corrected torque coefficient; The corrected torque coefficient of the battery is obtained by correcting the motor temperature; The pedal torque is adaptively adjusted based on the torque coefficient corrected by the motor battery.

[0024] This invention provides an adaptive pedal torque control method that primarily collects and comprehensively evaluates battery, motor, and pedal parameters, dynamically corrects the mapping relationship between pedal opening and motor target torque, and achieves global synergistic optimization of power response characteristics, battery safety life, vehicle energy consumption economy, and driving smoothness. It solves the problems of unreasonable power matching under conditions such as low battery charge, low temperature, and aging, which can easily cause battery damage, range reduction, and poor driving experience when the fixed Pedal Map is used.

[0025] In this preferred embodiment, calculating the pedal coefficient based on the pedal opening specifically includes: Based on the sampling interval, the rate of change of pedal opening is calculated according to the pedal opening of two adjacent sampling intervals; Within a preset period, based on preset weights, the pedal opening change rate of the first half of the period and the pedal opening change rate of the second half of the period are weighted and averaged to obtain the pedal coefficient within the preset period.

[0026] For example, after an electric vehicle starts moving, the pedal opening is sampled at a preset sampling interval (e.g., every 1 second). The pedal opening of the previous sample (1 second prior) is then subtracted from the pedal opening of the next sample (1 second later) to obtain the pedal opening difference. This difference is divided by the preset sampling interval (1 second) to obtain the pedal opening change rate. A weighted average of the pedal change rates within a preset period (e.g., 10 minutes) is calculated, with the first half of the period (first five minutes) having the first weight (e.g., 0.4) and the second half of the period (last five minutes) having the second weight (e.g., 0.6), resulting in the pedal coefficient for the preset period (10 minutes). This pedal coefficient serves as the basis for switching the vehicle's pedal coefficient state. It represents the degree of conformity between the current mode's pedalmap and the actual driving conditions; the closer it is to 0, the less pedal movement the driver makes. This pedal coefficient is calculated and updated every preset period (10 minutes) to avoid frequent torque fluctuations.

[0027] In this preferred embodiment, the Pedal Map is used to characterize the mapping relationship between pedal opening and vehicle speed and torque coefficient; The Pedal Map includes three modes: a first mode, a second mode, and a third mode. The torque coefficient in the Pedal Map of the first mode is less than 1, the torque coefficient in the Pedal Map of the second mode is equal to 1, and the torque coefficient in the Pedal Map of the third mode is greater than 1.

[0028] Figure 2 , Figure 3 and Figure 4 These are three-dimensional spatial representations of the Pedal Map in the first, second, and third modes, respectively; where the X-axis represents vehicle speed, the Y-axis represents pedal opening, and the Z-axis represents torque coefficient.

[0029] Tables 1, 2, and 3 below provide examples of Pedal Maps for the first, second, and third modes, respectively, and are compared with... Figure 2 , Figure 3 and Figure 4 correspond.

[0030] Table 1: Example of a table display of the Pedal Map in Mode 1 Table 2: Example of a table display of the Pedal Map in the second mode Table 3: Example of a table display of the Pedal Map in the third mode When the torque coefficient is 1, no change is made to the torque; when the torque coefficient is less than 1, the torque is reduced; and when the torque coefficient is greater than 1, the torque is increased.

[0031] In this preferred embodiment, the mode switching of the pre-established Pedal Map under multiple modes according to the pedal coefficient specifically includes: If the current mode of the Pedal Map is the second mode: when the pedal coefficient is greater than the first preset value, the mode of the Pedal Map is switched from the second mode to the first mode; when the pedal coefficient is less than the second preset value, the mode of the Pedal Map is switched from the second mode to the third mode. If the current mode of the Pedal Map is the third mode: when the pedal coefficient is greater than the third preset value, the mode of the Pedal Map is switched from the third mode to the second mode; If the current mode of the Pedal Map is the first mode: when the pedal coefficient is less than the fourth preset value, the mode of the Pedal Map is switched from the first mode to the second mode; When the electric vehicle is powered on, the current mode of the Pedal Map defaults to the second mode.

[0032] Figure 5 This is an example diagram of Pedal Map mode switching. The diagram shows that after the vehicle is powered on, it defaults to the second mode of Pedal Map (pedalmap2). Mode switching occurs when the condition of the pedal opening change rate pa (within square brackets) is met. The pedal coefficient p (within curly brackets) represents the action to be executed during the transition (i.e., the pedal coefficient P is determined by the pedal opening change rate pa). Here, pa is the pedal opening change rate; p is the pedal coefficient: when p=1, it represents switching to the first mode; when p=2, it represents switching to the second mode; and when p=3, it represents switching to the third mode. For example, if the current mode of Pedal Map is the second mode and pa < -0.5, then p is assigned the value 3 to jump to the third mode.

[0033] In this preferred embodiment, the torque coefficient is determined from the selected Pedal Map based on the pedal opening and the motor speed, specifically including: The vehicle speed is calculated based on the motor speed; wherein, the formula for calculating the vehicle speed is: vehicle speed = motor speed / overall vehicle speed ratio * unit conversion factor; in this embodiment, the overall vehicle speed ratio is 1 / 32, and the unit conversion factor is 0.377; The corresponding torque coefficient is obtained by querying the selected Pedal Map based on the vehicle speed and the pedal opening.

[0034] Specifically, as shown in Tables 1, 2, and 3 above; when the selected Pedal Map mode is the first mode, the corresponding torque coefficient is determined in Table 1 based on the vehicle speed and pedal opening; when the selected Pedal Map mode is the second mode, the corresponding torque coefficient is determined in Table 2 based on the vehicle speed and pedal opening; and when the selected Pedal Map mode is the third mode, the corresponding torque coefficient is determined in Table 3 based on the vehicle speed and pedal opening.

[0035] In this preferred embodiment, the torque coefficient is corrected based on the battery temperature, the battery charge, and the battery health, specifically including: The corresponding battery coefficient is selected from a preset battery coefficient table based on the battery temperature and the battery charge; wherein, the battery coefficient table is used to characterize the mapping relationship between battery temperature, battery charge and battery coefficient; The battery coefficient is multiplied by the battery health status to obtain the battery correction coefficient; The battery correction coefficient is multiplied by the torque coefficient to correct the torque coefficient, thus obtaining the battery corrected torque coefficient.

[0036] Figure 6 This is an example diagram showing the three-dimensional space representation of the battery coefficient table; where the X coordinate is SOC (State of Charge), the Y coordinate is the battery temperature, and the Z coordinate is the battery coefficient.

[0037] Table 4 below is a table example showing the battery coefficient table, and... Figure 6 correspond.

[0038] Table 4: Example of a table display for battery coefficients The battery coefficient is obtained by referring to the battery coefficient table based on the battery temperature and battery charge, and then multiplying it by the current SOH (State of Health) of the battery. This battery corrected torque coefficient represents the battery's current power output capability and safety margin, with a value range of [0,1]. The larger the value, the stronger the battery's power output capability and the higher the safety margin (when the battery corrected torque coefficient is 1, no torque coefficient attenuation is applied; when the battery corrected torque coefficient is less than 1, the torque coefficient is attenuated). In cases of low SOC and extreme temperatures, reducing this battery corrected torque coefficient avoids over-discharge faults in the battery, limits the vehicle's torque in advance, and prevents the vehicle from entering a power-limiting mode, thereby improving the vehicle's fuel economy to a certain extent.

[0039] In this preferred embodiment, the battery-corrected torque coefficient is corrected based on the motor temperature to obtain the motor-battery-corrected torque coefficient, specifically including: Based on the motor temperature, a corresponding motor correction coefficient is selected from a preset motor coefficient table; wherein, the motor coefficient table is used to characterize the mapping relationship between motor temperature and motor correction coefficient; The motor correction coefficient and the battery correction torque coefficient are multiplied to correct the battery correction torque coefficient, thus obtaining the motor-battery correction torque coefficient.

[0040] Figure 7 This is a two-dimensional spatial representation of the motor coefficient table; where the X-axis represents the motor temperature and the Y-axis represents the motor correction coefficient.

[0041] Table 5 below is a table example showing the motor coefficients. Figure 7 correspond.

[0042] Table 5: Example of a table display for battery coefficients In Table 5, the top row represents the motor temperature, and the bottom row represents the corresponding motor correction factor. For example, if the current motor temperature is 50℃, the motor correction factor is 1, and therefore no reduction is applied to the torque coefficient; if the motor temperature is 130℃, the motor correction factor is 0.3, and therefore the torque coefficient is reduced to 0.3 times its original value.

[0043] By consulting the motor coefficient table based on the motor temperature, the corresponding motor correction coefficient can be obtained. This motor correction coefficient is mainly used to limit the motor output torque in advance under high temperature to avoid continuous temperature rise caused by high motor load, which could directly report a power limit fault or even motor demagnetization.

[0044] Figure 8This is a schematic diagram of a control method for adaptively adjusting pedal torque according to the present invention; wherein, 1 represents motor speed, 2 represents pedal opening, 3 represents battery temperature, 4 represents battery charge, 5 represents battery health, 6 represents pedal change rate, and 7 represents motor temperature. The flow of the control method for adaptively adjusting pedal torque is as follows: (1) Determine the pedal coefficient p based on the rate of change of pedal opening pa; (2) Calculate the vehicle speed based on the input motor speed; where the vehicle speed calculation formula is: vehicle speed = motor speed / overall vehicle speed ratio * unit conversion coefficient; query the Pedal Map in the three modes based on the vehicle speed and pedal opening to obtain the torque coefficient in the three modes; (3) Select the torque coefficient of the corresponding mode from the torque coefficients of the three modes according to the pedal coefficient p; for example, if P is 2, output the lookup result of pedalmap2. (4) Based on the battery temperature and battery charge, look up the battery coefficient table to obtain the battery coefficient, and then multiply the battery coefficient with the battery health to obtain the battery correction coefficient; for example, if the current battery temperature is 20℃, the battery charge soc is 10%, the battery coefficient is 0.8, and the current battery health soc is 98%, then the battery correction coefficient is 0.8*0.98=0.784; (5) Multiply the battery correction coefficient by the torque coefficient output in (3) to obtain the battery correction torque coefficient; (6) According to the motor temperature, look up the motor coefficient table to obtain the motor correction coefficient; multiply the motor correction coefficient with the torque correction coefficient to obtain the motor battery correction torque coefficient; the motor battery correction torque coefficient adjusts the torque, thereby changing the motor speed.

[0045] The adaptive pedal torque control method of this invention ultimately obtains a motor-battery corrected torque coefficient, which is used to correct the driver's requested pedal torque. For example, if the driver requires a torque of 150 Nm, but the product of the pedal coefficient, battery correction coefficient, and motor correction coefficient is 0.9, then the actual torque delivered by the motor is 150 * 0.9 = 135 Nm.

[0046] Example 2: Based on the above-described adaptive pedal torque control method, the present invention also provides an adaptive pedal torque control system.

[0047] like Figure 9 As shown, an adaptive pedal torque adjustment control system, applied to the adaptive pedal torque adjustment control method described above, includes: The data acquisition module is used to collect data on the pedal opening, motor speed, motor temperature, battery temperature, battery charge, and battery health of electric vehicles in real time. The mode switching module is used to calculate the pedal coefficient based on the pedal opening and switch the Pedal Map in multiple pre-established modes according to the pedal coefficient to select the Pedal Map of the corresponding mode. A torque coefficient determination module is used to determine the torque coefficient from a selected PedalMap based on the pedal opening and the motor speed; A battery correction module is used to correct the torque coefficient based on the battery temperature, the battery charge, and the battery health to obtain a battery corrected torque coefficient. A motor correction module is used to correct the battery correction torque coefficient based on the motor temperature to obtain the motor-battery correction torque coefficient. An adaptive adjustment module is used to adaptively adjust the pedal torque based on the torque coefficient corrected by the motor battery.

[0048] It should be noted that the specific functions of each module in the adaptive pedal torque control system of the present invention are described in the specific steps of the adaptive pedal torque control method of the present invention, and will not be repeated here.

[0049] Example 3: Based on the above-mentioned adaptive pedal torque control method, the present invention also provides an adaptive pedal torque control device.

[0050] like Figure 10 As shown, an adaptive pedal torque control device includes a processor, a memory, and a computer program stored in the memory. When the computer program is executed by the processor, it implements the adaptive pedal torque control method as described above.

[0051] In other words, the adaptive pedal torque control device of the present invention may include, but is not limited to: a processor and a memory; the memory is used to store a computer program; the processor is used to execute the adaptive pedal torque control method of the present invention by calling the computer program.

[0052] In one alternative embodiment, an adaptive pedal torque adjustment control device is provided, such as... Figure 10 As shown. Figure 10The adaptive pedal torque adjustment control device shown includes a processor and a memory. The processor and memory are connected, for example, via a bus. Optionally, the adaptive pedal torque adjustment control device may further include a transceiver, which can be used for data interaction between the adaptive pedal torque adjustment control device and other electronic devices, such as sending and / or receiving data. It should be noted that in practical applications, the transceiver is not limited to one, and the structure of this adaptive pedal torque adjustment control device does not constitute a limitation on the embodiments of the present invention.

[0053] The processor can be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), a PLC (Programmable Logic Controller), a FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this invention. The processor can also be a combination that implements computational functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0054] A bus can include a pathway for transmitting information between the aforementioned components. The bus can be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 10 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0055] The memory may be ROM (Read Only Memory) or other types of static storage devices capable of storing static information and instructions, RAM (Random Access Memory) or other types of dynamic storage devices capable of storing information and instructions, or EEPROM (Electrically Erasable Programmable Read Only Memory), CD-ROM (Compact Disc Read Only Memory) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and accessible by a computer, but not limited to these.

[0056] The memory stores application code (computer program) that executes the present invention, and its execution is controlled by a processor. The processor executes the application code stored in the memory to implement the content shown in the foregoing method embodiments.

[0057] The adaptive pedal torque control device can also be a terminal device, which can be any device that can install applications, including at least one of smartphones, tablets, laptops, desktop computers, smart speakers, smartwatches, smart TVs, and smart in-vehicle devices.

[0058] It should be noted that, Figure 10 The adaptive pedal torque control device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of the present invention.

[0059] Example 4: Based on the above-mentioned adaptive pedal torque adjustment control device, the present invention also provides a vehicle.

[0060] A vehicle includes an electric vehicle body and a control device, as described above, disposed on the electric vehicle body for adaptively adjusting pedal torque.

[0061] This invention discloses a control method, system, device, and vehicle for adaptively adjusting pedal torque. By collecting key information such as pedal opening, SOC, SOH, battery temperature, and motor temperature, the torque coefficient of the pedal is adjusted, thereby adaptively adjusting the torque output of the entire vehicle. This achieves protection for high-voltage components such as the battery and motor, and ensures that the pedal feel matches the actual power output.

[0062] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A control method for adaptively adjusting pedal torque, characterized in that, include: Real-time data collection of electric vehicle pedal opening, motor speed, motor temperature, battery temperature, battery charge, and battery health; The pedal coefficient is calculated based on the pedal opening, and the mode of the Pedal Map in the pre-established multiple modes is switched according to the pedal coefficient to select the Pedal Map of the corresponding mode. The torque coefficient is determined from the selected Pedal Map based on the pedal opening and the motor speed; The torque coefficient is corrected based on the battery temperature, battery charge, and battery health to obtain the battery corrected torque coefficient; The corrected torque coefficient of the battery is obtained by correcting the motor temperature; The pedal torque is adaptively adjusted based on the torque coefficient corrected by the motor battery.

2. The adaptive pedal torque control method according to claim 1, characterized in that, The pedal coefficient is calculated based on the pedal opening, specifically including: Based on the sampling interval, the rate of change of pedal opening is calculated according to the pedal opening of two adjacent sampling intervals; Within a preset period, based on preset weights, the pedal opening change rate of the first half of the period and the pedal opening change rate of the second half of the period are weighted and averaged to obtain the pedal coefficient within the preset period.

3. The adaptive pedal torque control method according to claim 1, characterized in that, The PedalMap is used to characterize the mapping relationship between pedal opening and vehicle speed and torque coefficient; The Pedal Map includes three modes: a first mode, a second mode, and a third mode. The torque coefficient in the Pedal Map of the first mode is less than 1, the torque coefficient in the Pedal Map of the second mode is equal to 1, and the torque coefficient in the Pedal Map of the third mode is greater than 1.

4. The adaptive pedal torque control method according to claim 3, characterized in that, Based on the pedal coefficient, the mode switching of the pre-established Pedal Map under multiple modes is performed, specifically including: If the current mode of the Pedal Map is the second mode: when the pedal coefficient is greater than the first preset value, the mode of the Pedal Map is switched from the second mode to the first mode; when the pedal coefficient is less than the second preset value, the mode of the Pedal Map is switched from the second mode to the third mode. If the current mode of the Pedal Map is the third mode: when the pedal coefficient is greater than the third preset value, the mode of the Pedal Map is switched from the third mode to the second mode; If the current mode of the Pedal Map is the first mode: when the pedal coefficient is less than the fourth preset value, the mode of the Pedal Map is switched from the first mode to the second mode; When the electric vehicle is powered on, the current mode of the Pedal Map defaults to the second mode.

5. The adaptive pedal torque control method according to claim 1, characterized in that, The torque coefficient is determined from the selected Pedal Map based on the pedal opening and the motor speed, specifically including: The vehicle speed is calculated based on the motor speed; wherein the formula for calculating the vehicle speed is: Vehicle speed = Motor speed / Overall vehicle speed ratio * Unit conversion factor; The corresponding torque coefficient is obtained by querying the selected Pedal Map based on the vehicle speed and the pedal opening.

6. The control method for adaptively adjusting pedal torque according to claim 1, characterized in that, The torque coefficient is corrected based on the battery temperature, the battery charge, and the battery health, specifically including: The corresponding battery coefficient is selected from a preset battery coefficient table based on the battery temperature and the battery charge; wherein, the battery coefficient table is used to characterize the mapping relationship between battery temperature, battery charge and battery coefficient; The battery coefficient is multiplied by the battery health status to obtain the battery correction coefficient; The battery correction coefficient is multiplied by the torque coefficient to correct the torque coefficient, thus obtaining the battery corrected torque coefficient.

7. The control method for adaptively adjusting pedal torque according to claim 1, characterized in that, The battery torque correction coefficient is adjusted based on the motor temperature to obtain the motor-battery torque correction coefficient, specifically including: Based on the motor temperature, a corresponding motor correction coefficient is selected from a preset motor coefficient table; wherein, the motor coefficient table is used to characterize the mapping relationship between motor temperature and motor correction coefficient; The motor correction coefficient and the battery correction torque coefficient are multiplied to correct the battery correction torque coefficient, thus obtaining the motor-battery correction torque coefficient.

8. A control system for adaptively adjusting pedal torque, characterized in that, The control method for adaptively adjusting pedal torque as described in any one of claims 1 to 7 includes: The data acquisition module is used to collect data on the pedal opening, motor speed, motor temperature, battery temperature, battery charge, and battery health of electric vehicles in real time. The mode switching module is used to calculate the pedal coefficient based on the pedal opening and switch the Pedal Map in multiple pre-established modes according to the pedal coefficient to select the Pedal Map of the corresponding mode. A torque coefficient determination module is used to determine the torque coefficient from a selected Pedal Map based on the pedal opening and the motor speed; A battery correction module is used to correct the torque coefficient based on the battery temperature, the battery charge, and the battery health to obtain a battery corrected torque coefficient. A motor correction module is used to correct the battery correction torque coefficient based on the motor temperature to obtain the motor-battery correction torque coefficient. An adaptive adjustment module is used to adaptively adjust the pedal torque based on the torque coefficient corrected by the motor battery.

9. A control device for adaptively adjusting pedal torque, characterized in that, The system includes a processor, a memory, and a computer program stored in the memory, wherein the computer program, when executed by the processor, implements the adaptive pedal torque control method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, It includes an electric vehicle body and a control device for adaptively adjusting pedal torque as described in claim 9, which is disposed on the electric vehicle body.

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