Vehicle traction control method and device, electronic equipment and readable storage medium

Abstract

The application provides a vehicle traction control method and device, electronic equipment and a readable storage medium. The method comprises the following steps: in the case that the vehicle is in a motor power limited state, determining a limit value of wheel end traction of the vehicle according to a limit value of motor torque of the vehicle; obtaining a to-be-optimized value of the wheel end traction corresponding to a current driving mode of the vehicle in a plurality of driving modes; optimizing the to-be-optimized value based on the limit value of the wheel end traction to obtain an optimized value of the wheel end traction; and controlling the vehicle according to the optimized value. In this way, the user driving experience is improved, and the car driving performance is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle traction control method, device, electronic device, and readable storage medium. Background Technology

[0002] The market demand for new energy vehicles is strong. At the same time, users have increasingly higher requirements for the driving performance of these new energy vehicles. However, the output driving force of new energy vehicles is limited by factors such as battery power and engine driving power.

[0003] When a new energy vehicle enters power limitation mode, if the driver presses the accelerator pedal deeply or releases it quickly, the driving force received by the driver changes constantly with the rapid increase or decrease of the accelerator pedal travel. After reaching a certain travel distance, the accelerator pedal will have a period of idle travel, meaning that within this period, although the accelerator pedal travel changes continuously, the driving force of the vehicle remains constant. In this situation, it will affect the user's driving experience and reduce the vehicle's drivability. Summary of the Invention

[0004] This application provides a vehicle traction control method, device, electronic device, and readable storage medium, which improves the user's driving experience and enhances the vehicle's drivability.

[0005] This application provides a vehicle traction control method, including:

[0006] When the vehicle is under motor power limitation, the limit value of the wheel end traction force of the vehicle is determined based on the limit value of the motor torque of the vehicle.

[0007] Obtain the optimization value of the wheel-end traction force corresponding to the current driving mode among multiple driving modes of the vehicle;

[0008] Based on the limit value of the wheel-end traction force, the value to be optimized is optimized to obtain the optimized value of the wheel-end traction force;

[0009] The vehicle is controlled according to the optimized value.

[0010] Furthermore, obtaining the optimization value of the wheel-end traction force corresponding to the current driving mode among multiple driving modes of the vehicle includes:

[0011] The optimization value of the wheel end traction corresponding to the current driving mode is obtained from the wheel end traction information corresponding to various preset driving modes.

[0012] Furthermore, the pre-set wheel-end traction information corresponding to the various driving modes includes the correspondence between each driving mode, accelerator pedal opening, real-time vehicle speed, and wheel-end traction.

[0013] The step of obtaining the optimization value of the wheel-end traction force corresponding to the current driving mode from the wheel-end traction force information corresponding to multiple preset driving modes includes:

[0014] Get the current accelerator pedal opening and the current real-time vehicle speed;

[0015] Based on the current driving mode, the current accelerator pedal opening, and the current real-time vehicle speed, the corresponding wheel-end traction force to be optimized is obtained from the corresponding relationship.

[0016] Furthermore, based on the limit value of the wheel-end traction force, the value to be optimized is optimized to obtain the optimized value of the wheel-end traction force, including:

[0017] Based on the limit value of the wheel-end traction force and the range of the wheel-end traction force to be optimized, the traction force optimization relationship is determined, wherein the range of the wheel-end traction force to be optimized includes the value to be optimized.

[0018] The value to be optimized is optimized using the traction force optimization relationship to obtain the optimized value.

[0019] Furthermore, the value to be optimized is greater than or equal to the product of the upper limit of the wheel end traction force and the optimization coefficient, wherein the optimization coefficient ranges from (0, 1).

[0020] The method of determining the limit value of the wheel-end traction force of the vehicle based on the limit value of the vehicle's motor torque when the vehicle's motor power is limited includes:

[0021] When the vehicle is in motor-driven mode and the motor driving power is limited, the upper limit of the wheel-end traction force of the vehicle is determined based on the upper limit of the available driving power of the motor driving the vehicle.

[0022] The step of determining the traction optimization relationship based on the limit value of the wheel-end traction force and the range to be optimized includes:

[0023] Based on the accelerator pedal opening when the accelerator pedal is fully open and the current real-time vehicle speed, the corresponding wheel-end traction force is obtained from the corresponding relationship and used as the endpoint value of the interval to be optimized, thus obtaining the interval to be optimized.

[0024] The traction optimization relationship is determined based on the upper limit of the wheel-end traction force and the range to be optimized.

[0025] Furthermore, the value to be optimized is less than or equal to the product of the lower limit of the wheel-end traction force and the optimization coefficient, wherein the optimization coefficient ranges from (0, 1).

[0026] The method of determining the limit value of the wheel-end traction force of the vehicle based on the limit value of the vehicle's motor torque when the vehicle's motor power is limited includes:

[0027] When the vehicle is in motor-driven mode and the motor charging power is limited, the lower limit of the wheel-end traction force of the vehicle is obtained based on the upper limit of the allowable charging power of the motor driving the vehicle.

[0028] The step of determining the traction optimization relationship based on the limit value of the wheel-end traction force and the range to be optimized includes:

[0029] Based on the accelerator pedal opening when the accelerator pedal is not open and the current real-time vehicle speed, the corresponding wheel-end traction force is obtained from the corresponding relationship and used as the endpoint value of the interval to be optimized, thus obtaining the area to be optimized.

[0030] The traction optimization relationship is determined based on the lower limit of the wheel-end traction force and the range to be optimized.

[0031] Furthermore, the vehicle being in a motor power limited state means that the vehicle is in a motor drive state and the motor drive power is limited;

[0032] The process of optimizing the value to be optimized based on the limit value of the wheel-end traction force to obtain the optimized value of the wheel-end traction force includes:

[0033] If the value to be optimized is less than the product of the upper limit of the wheel-end traction force and the optimization coefficient, the value to be optimized of the wheel-end traction force is used as the optimized value of the wheel-end traction force to control the vehicle, and the optimization coefficient is in the range of (0, 1).

[0034] Furthermore, optimizing the value to be optimized based on the limit value of the wheel-end traction force to obtain an optimized value of the wheel-end traction force includes:

[0035] If the value to be optimized is greater than the product of the lower limit of the wheel-end traction force and the optimization coefficient, the value to be optimized of the wheel-end traction force is used as the optimized value of the wheel-end traction force to control the vehicle, and the optimization coefficient is in the range of (0, 1).

[0036] Furthermore, when the vehicle is in a state of limited motor power, obtaining the optimization value of the wheel-end traction force corresponding to the current driving mode among multiple driving modes includes:

[0037] For each of the multiple driving modes, obtain the corresponding value of the wheel-end traction force to be optimized.

[0038] This application provides a vehicle traction control device, comprising:

[0039] The processing module is used to determine the limit value of the wheel-end traction force of the vehicle based on the limit value of the motor torque of the vehicle when the vehicle is under motor power limitation.

[0040] The acquisition module is used to acquire the value to be optimized for the wheel-end traction force corresponding to the current driving mode among multiple driving modes of the vehicle;

[0041] The optimization module is used to optimize the value to be optimized based on the limit value of the wheel end traction force, so as to obtain the optimized value of the wheel end traction force;

[0042] A control module is used to control the vehicle according to the optimized value.

[0043] This application provides an electronic device, including a processor and a memory;

[0044] Memory, used to store computer programs;

[0045] A processor, when executing a program stored in memory, implements the method described in any of the above.

[0046] This application provides a computer-readable storage medium having a program stored thereon that, when executed by a processor, implements the method described in any of the preceding claims.

[0047] In some embodiments, the vehicle traction control method of this application, when the vehicle is in a state of limited motor power, determines the limit value of the wheel-end traction force of the vehicle based on the limit value of the vehicle's motor torque. It obtains the unoptimized value of the wheel-end traction force corresponding to the current driving mode among multiple driving modes, optimizes the unoptimized value based on the limit value of the wheel-end traction force, and obtains an optimized value to control the vehicle. Thus, the driver, in the current driving mode among multiple driving modes, optimizes the unoptimized value of the wheel-end traction force corresponding to the current driving mode, experiences different optimized values ​​for multiple driving modes, better perceives changes in the journey, improves the user's driving experience, and enhances the vehicle's drivability. Attached Figure Description

[0048] Figure 1 The diagram shown is a flowchart illustrating a vehicle traction control method according to an embodiment of this application.

[0049] Figure 2 As shown Figure 1 The illustrated flowchart shows the specific process of step 130 in the vehicle traction control method.

[0050] Figure 3 As shown Figure 1The flowchart shown is a schematic diagram of the optimization value of the wheel end traction force in the vehicle traction control method when the vehicle is in motor drive mode and the motor drive power is limited.

[0051] Figure 4 The diagram shown is an optimization diagram of the wheel-end traction force to be optimized when the vehicle is in motor-driven mode and the motor driving power is limited, according to an embodiment of this application.

[0052] Figure 5 As shown Figure 1 The flowchart shown is a schematic diagram of the optimization value of the wheel end traction force in the vehicle traction control method when the vehicle is in motor drive mode and the motor drive power is limited.

[0053] Figure 6 The diagram shown is an optimization diagram of the wheel-end traction force to be optimized when the vehicle is in motor-driven mode and the motor drive power is limited, according to an embodiment of this application.

[0054] Figure 7 The diagram shown is an optimization diagram of the wheel-end traction force when the vehicle is in a motor-driven state and the motor driving power and motor charging power are limited, according to an embodiment of this application.

[0055] Figure 8 The diagram shown is a schematic representation of a vehicle traction control device provided in an embodiment of this application.

[0056] Figure 9 The diagram shown is a block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0057] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with one or more embodiments of this specification. Rather, they are merely examples of apparatuses and methods consistent with some aspects of one or more embodiments of this specification as detailed in the appended claims.

[0058] It should be noted that the steps of the corresponding methods are not necessarily performed in the order shown and described in this specification in other embodiments. In some other embodiments, the methods may include more or fewer steps than described in this specification. Furthermore, a single step described in this specification may be broken down into multiple steps in other embodiments; and multiple steps described in this specification may be combined into a single step in other embodiments.

[0059] To address the technical problems affecting user driving experience and reducing vehicle drivability, this application provides a vehicle traction control method. When the vehicle's motor power is limited, the method determines the limit value of the vehicle's wheel-end traction based on the limit value of the vehicle's motor torque. It then obtains the unoptimized value of the wheel-end traction corresponding to the current driving mode among multiple driving modes, optimizes this unoptimized value based on the limit value of the wheel-end traction, and obtains an optimized value to control the vehicle. In this way, the driver can optimize the unoptimized value of the wheel-end traction corresponding to the current driving mode while the vehicle is in one of multiple driving modes, experiencing different optimized values ​​for each driving mode, thus better perceiving changes in the driving distance, improving the user driving experience, and enhancing vehicle drivability.

[0060] Figure 1 The diagram shown is a schematic flowchart of a vehicle traction control method according to an embodiment of this application.

[0061] like Figure 1 As shown, the vehicle traction control method of this application embodiment may include the following steps 110 to 140:

[0062] Step 110: When the vehicle is under motor power limitation, determine the limit value of the vehicle's wheel-end traction force based on the limit value of the vehicle's motor torque.

[0063] The aforementioned vehicles may include new energy vehicles. New energy vehicles include pure electric vehicles, hybrid electric vehicles, range-extended electric vehicles, and other vehicles driven by electric motors, whose output driving force is limited by battery power, motor capacity, and engine driving power.

[0064] Motor torque is the output torque of the electric motor. Motor torque reflects the magnitude of the force exerted by the electric motor. Wheel-end traction reflects the driving force of the vehicle. The limits of wheel-end traction can include one or more of an upper and lower limit. The upper limit of wheel-end traction reflects the limitation of wheel-end traction when the vehicle is in motor-driven mode and the motor's driving power is limited. The lower limit of wheel-end traction reflects the limitation of wheel-end traction when the vehicle is in motor-driven mode and the motor's charging power is limited.

[0065] The aforementioned situation where the vehicle is in a motor power limited state may include one or more situations where the vehicle is in a motor drive state and the motor drive power is limited, and situations where the vehicle is in a motor drive state and the motor charging power is limited.

[0066] Step 120: Obtain the wheel-end traction force to be optimized corresponding to the current driving mode among multiple driving modes of the vehicle. This step 120 can be performed before or after step 110, both of which are within the protection scope of the embodiments of this application and are not limited herein.

[0067] Multiple driving modes may include, but are not limited to, the quiet and stable EV pure electric mode, the efficient and energy-saving ECO mode, the stable and powerful NORMAL mode, and the dynamic SPORT mode. The control system will receive the selected driving mode based on the driver's chosen mode.

[0068] For each of the multiple driving modes, the current real-time speed and accelerator pedal opening are different, resulting in different wheel-end traction values. These wheel-end traction values ​​to be optimized are called the wheel-end traction optimization values. These wheel-end traction optimization values ​​are then optimized.

[0069] In conjunction with the above, step 120 can further include obtaining the corresponding wheel-end traction value to be optimized for each of the multiple driving modes. This allows for the optimization of the wheel-end traction value for each driving mode, resulting in an optimized value to control the vehicle and enable the driver to better perceive changes in travel distance under each driving mode. For example, when the driver is in the first driving mode, obtaining the corresponding wheel-end traction value for that mode and executing steps 110 to 130 completes the optimization of the wheel-end traction value. When the driver switches from the first driving mode to the second driving mode, obtaining the corresponding wheel-end traction value for that mode and executing steps 110 to 130 completes the optimization of the wheel-end traction value. Both the first and second driving modes belong to multiple driving modes, and the second and first driving modes are different. If the current driving mode can be processed as a single driving mode, steps 110 to 130 can be executed. After this driving mode is processed, there are other driving modes that need to be processed. Take the other driving modes other than this driving mode as the current driving mode and execute steps 110 to 130 above.

[0070] There are multiple ways to implement step 120 above.

[0071] In one implementation of step 120 above, the optimization value of the wheel-end traction corresponding to the current driving mode is obtained from the wheel-end traction information corresponding to multiple preset driving modes. Thus, based on the wheel-end traction information corresponding to multiple preset driving modes, the optimization value of the wheel-end traction for the first driving mode is determined, and the optimization value of the wheel-end traction in this first driving mode is improved. In another implementation of step 120 above, the optimization value of the wheel-end traction is measured based on the current driving mode, the current real-time vehicle speed in the current driving mode, and the accelerator pedal position.

[0072] The pre-set wheel-end traction information for various driving modes includes the correspondence between each driving mode, accelerator pedal opening, real-time vehicle speed, and wheel-end traction. This correspondence can be presented as a table or an expression. The optimal value of the wheel-end traction is influenced by the motor's external characteristic curve and efficiency diagram. Under the same driving mode, with a constant real-time speed, a larger accelerator pedal opening corresponds to a larger optimal value for wheel-end traction. Under the same driving mode, with a constant accelerator pedal opening, a higher real-time speed initially increases the optimal value of the wheel-end traction, then decreases.

[0073] Of course, obtaining the value to be optimized for the wheel end traction corresponding to the current driving mode from the wheel end traction information corresponding to various pre-set driving modes can be achieved through the following various embodiments, which are described in detail below.

[0074] In one embodiment of obtaining the optimization value of the wheel-end traction corresponding to the current driving mode from the wheel-end traction information corresponding to multiple pre-set driving modes, the following two steps may be included: First, obtaining the current accelerator pedal opening and the current real-time vehicle speed. Second, based on the current driving mode, current accelerator pedal opening, and current real-time vehicle speed, obtaining the corresponding optimization value of the wheel-end traction from the correspondence. Thus, based on the pre-set correspondence between each driving mode, accelerator pedal opening, real-time vehicle speed, and wheel-end traction in multiple driving modes, the optimization value of the wheel-end traction can be directly obtained from the correspondence when the current driving mode, current accelerator pedal opening, and current real-time vehicle speed are obtained. This allows for rapid acquisition of the optimization value of the wheel-end traction, improving optimization efficiency.

[0075] The second step above involves finding the corresponding wheel-end traction force value from the corresponding relationship based on the current driving mode, current accelerator pedal opening, and current real-time vehicle speed.

[0076] In another embodiment of obtaining the optimized value of the wheel-end traction force corresponding to the current driving mode from the wheel-end traction force information corresponding to multiple pre-set driving modes, the following three steps may be included: First step, the current accelerator pedal opening corresponding to the current driving mode. Second step, based on the current driving mode and the current accelerator pedal opening, the real-time vehicle speed is found from the correspondence. Third step, based on the found real-time vehicle speed, the real-time speed corresponding to the current real-time vehicle speed and the value of the wheel-end traction force corresponding to the corresponding real-time vehicle speed are determined.

[0077] In another embodiment of obtaining the optimized value of the wheel-end traction force corresponding to the current driving mode from the wheel-end traction force information corresponding to multiple pre-set driving modes, the following three steps may be included: First, the real-time vehicle speed corresponding to the current driving mode. Second, based on the current driving mode and the real-time vehicle speed, the accelerator pedal opening is found from the correspondence. Third, based on the found accelerator pedal opening, the accelerator pedal opening corresponding to the current accelerator pedal opening and the value of the wheel-end traction force corresponding to the corresponding accelerator pedal opening are determined.

[0078] The order in which steps 110 and 120 are executed is not limited. Step 110 can also be executed after step 120.

[0079] Step 130: Based on the limit value of wheel-end traction force, optimize the value to be optimized to obtain the optimized value of wheel-end traction force. These optimized values ​​of wheel-end traction force refer to the numerical values ​​of the optimized wheel-end traction force.

[0080] Step 130 above optimizes the value to be optimized, yielding an optimized value. This optimizes the unit change in wheel-end traction force to reach its limit, ensuring the unit change is less than the unit change in wheel-end traction force to reach the limit for the value to be optimized. Consequently, when the accelerator pedal is depressed deeply or released quickly, there is an optimized value for wheel-end traction, resulting in a change in the vehicle's driving force and thus a better driving experience.

[0081] Step 130 above can further include optimizing the value to be optimized based on the relationship between the product of the limit value of the wheel-end traction force and the optimization coefficient, and the value to be optimized, to obtain the optimized value of the wheel-end traction force. The optimization coefficient can take values ​​in the range of (0, 1). For example, the optimization coefficient can take values ​​of 0.1, 0.2, 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, and 0.9, and will not be listed here.

[0082] Figure 2 As shown Figure 1 The diagram shows a detailed process flow of step 130 in the vehicle traction control method.

[0083] like Figure 2 As shown, step 130 above may further include step 131, determining the traction optimization relationship based on the limit value of the wheel-end traction force and the optimization range of the wheel-end traction force. The optimization range includes the value to be optimized, which is greater than or equal to the product of the limit value of the wheel-end traction force and the optimization coefficient. Step 132, optimizing the value to be optimized using the traction optimization relationship to obtain the optimized value. Thus, by determining the traction optimization relationship through the optimization range, and optimizing the value to be optimized according to the traction optimization relationship, the optimization efficiency of the value to be optimized at each point is improved. For example, after determining the traction optimization relationship, for each unit increase in the value to be optimized, the corresponding optimized value for that unit increase is found in the traction optimization relationship.

[0084] The traction force optimization relationship can include a traction force optimization function. This function can be a linear function in one variable. This function can also be a straight line.

[0085] Figure 3 As shown Figure 1 The flowchart shown is a schematic diagram of the optimization value of the wheel-end traction force when the vehicle is in motor-driven mode and the motor drive power is limited in the vehicle traction control method shown. Figure 4 The diagram shown is an optimization diagram of the wheel-end traction force to be optimized when the vehicle is in motor-driven mode and the motor driving power is limited, according to an embodiment of this application. Figure 4 In this context, F1 represents the traction optimization relationship, F max This represents the upper limit of the vehicle's wheel-end traction force, also known as the current maximum permissible wheel-end traction force. Point m represents the starting point of the wheel-end traction force to be optimized, which can also be called the starting point of the driving wheel-end traction force to be optimized for distinction. Point k represents the ending point of the wheel-end traction force to be optimized, which can also be called the ending point of the driving wheel-end traction force to be optimized for distinction.

[0086] like Figure 3 and Figure 4 As shown, considering the vehicle's motor power limitation situation, step 110 can further include: step 111, when the vehicle is in motor-driven mode and the motor drive power is limited, determining the upper limit of the vehicle's wheel-end traction force based on the upper limit of the vehicle's available drive power. Specifically, step 111 can use the following formula to determine the upper limit of the vehicle's wheel-end traction force:

[0087] Among them, F max It is the upper limit of the wheel-end traction force of the vehicle, P max η is the upper limit of the available drive power of the drive motor, also known as the maximum available drive power of the drive motor, and η is the efficiency of kinetic energy transmission.ratio This is the main reduction ratio, where n is the motor speed and r is the speed reduction ratio. tire That is the tire radius.

[0088] In step 120 above, the value to be optimized is greater than or equal to the product of the upper limit of the wheel-end traction force and the optimization coefficient, where the optimization coefficient ranges from (0, 1). This product of the upper limit of the wheel-end traction force and the optimization coefficient is used as the starting point of the optimization interval, i.e., as shown... Figure 4 As shown, using m = i × F max , where m is the value to be optimized for the wheel-end traction force corresponding to point m. Combined with... Figure 4 As shown, the wheel-end traction force corresponding to point m is determined by calibrating the value of the optimization coefficient i. The calibration method for the optimization coefficient i can be as follows: initially, set the optimization coefficient i = 0.5. During throttle application, if the acceleration is poor in the initial stage but good in the later stage, increase the value of the optimization coefficient i; if the acceleration is good in the initial stage but poor in the later stage, decrease the value of the optimization coefficient i until both stages of acceleration feel good, then determine the value of the optimization coefficient i.

[0089] Step 131 above may further include the following two steps 1311 to 1312: Step 1311, based on the accelerator pedal opening when the accelerator pedal is fully open and the current real-time vehicle speed, obtain the corresponding wheel-end traction force from the corresponding relationship, as the endpoint value of the interval to be optimized, thus obtaining the interval to be optimized. Figure 4 As shown, the interval to be optimized can be greater than or equal to m to less than or equal to k.

[0090] The relationship between the wheel-end traction force corresponding to the driving mode, accelerator pedal opening and real-time vehicle speed under different driving modes is: F0 = f0(Acc, v), where F0 is the wheel-end traction force corresponding to the accelerator pedal opening and real-time vehicle speed under different driving modes, Acc is the accelerator pedal opening and v is the real-time vehicle speed.

[0091] Figure 4 The basis for determining the wheel-end traction force at point k is the accelerator pedal opening at 100% and the current real-time vehicle speed. Point k represents the wheel-end traction force at 100% when the accelerator pedal opening is 100% combined with the current real-time vehicle speed. The corresponding wheel-end traction force is obtained by looking up the corresponding relationship table, i.e., k = f0(100, v).

[0092] Step 1312: Determine the traction optimization relationship based on the upper limit of the wheel-end traction force and the range to be optimized.

[0093] Among them, the traction force optimization relationship is f2(F0), and the value of the wheel-end traction force to be optimized is greater than or equal to i×F. max .

[0094]

[0095] Where F1 is the optimized value, and F1 is the value of F0. <i×F max In the case where F1 = f1(F0), F1 is the same as F0 ≥ i × F. max In the case of F0, F1 = f2(F0). For example, taking an optimization coefficient of i = 0.5 as an example, when F0 < 0.5 × F... max In the case where F0 ≥ 0.5 × F max In the case of F1 = f2(F0), F1 = f2(F0). Examples of other values ​​for the optimization coefficient i are similar to this example, only with variations in the optimization coefficient i.

[0096] Combining the product of the limit value of wheel-end traction force and the optimization coefficient in step 130 above with the relationship between the value to be optimized and the value to be optimized, the value to be optimized is further optimized to obtain the optimized value of wheel-end traction force. This can further include: when the vehicle is in motor-driven mode and the motor drive power is limited, the limit value of wheel-end traction force is the upper limit value F of wheel-end traction force. max In the case where the value to be optimized for wheel-end traction is less than the upper limit value F of wheel-end traction. max The product between and the optimization coefficient i, i.e., F0 <i×F max The vehicle is controlled by using the unoptimized value F0 of the wheel-end traction force as the optimized value.

[0097] Combination Figure 3 and Figure 4 In this embodiment, when the motor drive power is limited, the upper limit of the available drive power of the drive motor is converted into the upper limit of the wheel-end traction force. Then, based on the correspondence between throttle traction force in different driving modes, the corresponding wheel-end traction force is optimized for each driving mode. This allows the driver to choose from multiple optimized values ​​when the vehicle's motor drive power is limited, better meeting the driver's personalized needs.

[0098] Figure 5 As shown Figure 1 The flowchart shown is a schematic diagram of the optimization value of the wheel-end traction force when the vehicle is in motor-driven mode and the motor drive power is limited in the vehicle traction control method shown. Figure 6 The diagram shown is an optimization diagram of the wheel-end traction force to be optimized when the vehicle is in motor-driven mode and the motor drive power is limited, according to an embodiment of this application. Figure 6 In this context, F1 represents the traction optimization relationship, F minPoint p represents the lower limit of the wheel-end traction force, also known as the minimum permissible wheel-end traction force of the current vehicle. Point p represents the starting point of the wheel-end traction force to be optimized. For distinction, it can also be called the starting point of the energy recovery wheel-end traction force to be optimized. Point q represents the ending point of the wheel-end traction force to be optimized. For distinction, it can also be called the ending point of the energy recovery wheel-end traction force to be optimized.

[0099] like Figure 5 and Figure 6 As shown, considering the vehicle's motor power limitation situation, step 110 can further include step 112, where, when the vehicle is in motor-driven mode and the motor charging power is limited, the lower limit of the vehicle's wheel-end traction force is obtained based on the upper limit of the vehicle's drive motor's allowable charging power. Specifically, step 112 can use the following formula to determine the lower limit of the vehicle's wheel-end traction force:

[0100] Among them, F min It is the lower limit of the wheel-end traction force P of the vehicle. min η is the upper limit of the allowable charging power of the drive motor, also known as the maximum allowable charging power of the drive motor, where η is the efficiency of kinetic energy transmission. ratio This is the main reduction ratio, where n is the motor speed and r is the speed reduction ratio. tire That is the tire radius.

[0101] Combining the product between the value to be optimized being less than or equal to the lower limit of the wheel-end traction force and the optimization coefficient in step 120 above, the optimization coefficient ranges from (0, 1). This product of the lower limit of the wheel-end traction force and the optimization coefficient serves as the starting point of the optimization interval, i.e., as shown... Figure 6 As shown, using p = j × F min , where p is the value to be optimized for the wheel-end traction force corresponding to point p. Combined with... Figure 6 As shown, the wheel-end traction force corresponding to point p is determined by calibrating the value of the optimization coefficient j. The calibration method for the optimization coefficient j can begin with j = 0.5. During the release of the throttle, if the initial deceleration is poor but the subsequent deceleration is good, the optimization coefficient j is increased; if the initial deceleration is good but the subsequent deceleration is poor, the optimization coefficient j is decreased until both the initial and subsequent deceleration phases feel good, at which point the optimal optimization coefficient j value is determined.

[0102] Step 131 above may further include the following steps 1313 to 1314: Step 1313, based on the accelerator pedal opening when the accelerator pedal is not open and the current real-time vehicle speed, obtain the corresponding wheel-end traction force from the corresponding relationship, as the endpoint value of the interval to be optimized, and obtain the area to be optimized. Figure 6As shown, the range to be optimized can be greater than or equal to p to less than or equal to q. The correspondence between the wheel-end traction force and the driving mode, accelerator pedal opening and real-time vehicle speed under different driving modes is: F0 = f0(Acc, v).

[0103] in, Figure 6 Based on the accelerator pedal opening when it is not open and the current real-time vehicle speed, the magnitude of the wheel-end traction force corresponding to point q is determined. Point q represents the wheel-end traction force obtained by looking up the corresponding relationship table when the accelerator pedal opening is 0, combined with the current real-time vehicle speed, i.e., q = f0(0, v).

[0104] Step 1314: Determine the traction optimization relationship based on the lower limit of the wheel-end traction force and the range to be optimized. This achieves energy recovery at low throttle. The traction optimization relationship is f2(F0), and the value to be optimized for the wheel-end traction force is less than or equal to i×F. min .

[0105]

[0106] Where F1 is the optimized value, and F1 is the value when F0 > j×F min In the case where F1 = f1(F0), F1 is the first f1 in case F0 ≤ j × F min In the case of F1, F1 = f2(F0).

[0107] Combining the product of the limit value of wheel-end traction force and the optimization coefficient in step 130 above with the relationship between the value to be optimized and the value to be optimized, the optimized value of wheel-end traction force can be further optimized by: when the vehicle is in motor-driven mode and the motor charging power is limited, the limit value of wheel-end traction force is the lower limit value F of wheel-end traction force. min In the case where the value to be optimized for wheel-end traction is greater than the lower limit value F of wheel-end traction. min The product between the optimization coefficient i and the product of the two is F0 > j × F. min The unoptimized value F0 of the wheel-end traction force is used as the optimized value to control the vehicle. In this way, segmented optimization can improve optimization efficiency.

[0108] Combination Figure 5 and Figure 6 In this embodiment, when the vehicle is in motor-driven mode and the motor charging power is limited, the upper limit of the allowable charging power of the motor is converted into the lower limit of the wheel-end traction. Then, based on the correspondence between throttle traction and different driving modes, the corresponding wheel-end traction is optimized for each driving mode. This allows the driver to choose from multiple optimized values ​​when the vehicle's motor charging power is limited, maintaining the original driving experience and improving the vehicle's ride comfort. Furthermore, the throttle travel during low-throttle energy recovery is optimized.

[0109] Figure 7 The diagram shown is an optimization diagram of the wheel-end traction force to be optimized when the vehicle is in a motor-driven state and the motor driving power and motor charging power are limited, according to an embodiment of this application.

[0110] Figure 7 The embodiments are similar to Figures 4 to 6 The illustrated embodiment, compared to Figures 4 to 6 The illustrated embodiment, in Figure 7 In this embodiment, step 120 may further include obtaining the desired value of wheel-end traction force when the vehicle is in motor-driven mode and both motor drive power and motor charging power are limited. Specifically, the desired value of wheel-end traction force at point m and the desired value of wheel-end traction force at point p are determined. This process is similar to the above... Figure 4 and Figure 6 The implementation process of the illustrated embodiments is the same, and will not be repeated here.

[0111] Step 110 may further include determining the upper limit of the wheel-end traction force of the vehicle based on the upper limit of the available driving power of the vehicle's drive motor when the vehicle is in motor-driven mode and the motor driving power is limited, and obtaining the lower limit of the wheel-end traction force of the vehicle based on the upper limit of the allowable charging power of the vehicle's drive motor when the vehicle is in motor-driven mode and the motor charging power is limited.

[0112] Step 131 above may further include obtaining the corresponding wheel-end traction force from a correspondence based on the accelerator pedal opening when the accelerator pedal is fully open and the current real-time vehicle speed, as the endpoint value of the interval to be optimized, thus obtaining a first interval to be optimized; and obtaining the corresponding wheel-end traction force from a correspondence based on the accelerator pedal opening when the accelerator pedal is closed and the current real-time vehicle speed, as the endpoint value of the interval to be optimized, thus obtaining a second interval to be optimized. Furthermore, a traction optimization relationship is determined based on the upper limit value of the wheel-end traction force and the interval to be optimized; and a traction optimization relationship is also determined based on the lower limit value of the wheel-end traction force and the interval to be optimized. Figure 7 As shown, the first interval to be optimized can be greater than or equal to m and less than or equal to k. The second interval to be optimized can be greater than or equal to p and less than or equal to q.

[0113] The "first" in the first interval to be optimized and the "second" in the second interval to be optimized are only used to distinguish the two regions to be optimized.

[0114] Among them, the traction force optimization relationship is f2(F0), and the value of the wheel-end traction force to be optimized is greater than or equal to i×F. max Alternatively, the optimal value of the wheel-end traction force is less than or equal to i×F. min :

[0115]

[0116] Where F1 is the optimized value, F1 in j*F min <F0<i×F max In the case of F1, F1 = f1(F0).

[0117] Step 140: Control the vehicle according to the optimized value.

[0118] The torque control method in related technologies uses the current maximum permissible drive torque for torque idle travel compensation. This torque control method uses the same torque idle travel compensation regardless of the driver's driving mode, which affects the user's driving experience and reduces vehicle drivability.

[0119] Compared to torque control methods in related technologies, the vehicle traction control method in this embodiment, when the vehicle's motor power is limited, determines the limit value of the vehicle's wheel-end traction based on the limit value of the vehicle's motor torque. It obtains the unoptimized value of the wheel-end traction corresponding to the current driving mode among multiple driving modes, optimizes the unoptimized value based on the limit value of the wheel-end traction, and obtains the optimized value to control the vehicle. Thus, the driver, in the current driving mode among multiple driving modes, optimizes the unoptimized value of the wheel-end traction corresponding to the current driving mode, experiencing different optimized values ​​for multiple driving modes, in order to better perceive changes in the journey, improve the user's driving experience, and enhance vehicle drivability.

[0120] Figure 8 The diagram shown is a schematic of the vehicle traction control device provided in an embodiment of this application.

[0121] like Figure 8 As shown, the vehicle traction control device may include the following modules:

[0122] Processing module 21 is used to determine the limit value of the wheel end traction force of the vehicle based on the limit value of the motor torque of the vehicle when the vehicle is under motor power limitation.

[0123] The acquisition module 22 is used to acquire the value to be optimized of the wheel end traction force corresponding to the current driving mode among multiple driving modes of the vehicle;

[0124] Optimization module 23 is used to optimize the value to be optimized based on the limit value of the wheel end traction force, so as to obtain the optimized value of the wheel end traction force;

[0125] The control module 24 is used to control the vehicle according to the optimized value.

[0126] The specific implementation process of the functions and roles of each module in the above device can be found in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0127] Figure 9 The diagram shown is a block diagram of the electronic device 30 provided in an embodiment of this application.

[0128] like Figure 9 As shown, the electronic device 30 includes one or more processors 31 for implementing the vehicle traction control method as described above.

[0129] In some embodiments, the electronic device 30 may include a computer-readable storage medium 39, which may store a program that can be invoked by the processor 31, and may include a non-volatile storage medium. In some embodiments, the electronic device 30 may include memory 38 and an interface 37. In some embodiments, the electronic device 30 may also include other hardware depending on the specific application.

[0130] The computer-readable storage medium 39 of this application embodiment stores a program that, when executed by the processor 31, is used to implement the vehicle traction control method described above.

[0131] This application may take the form of a computer program product implemented on one or more computer-readable storage media 39 (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing program code. The computer-readable storage media 39 includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented using any method or technology. The information may be computer-readable instructions, data structures, program modules, or other data. Examples of computer-readable storage media 39 include, but are not limited to: phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0132] The method provided in this application embodiment can be applied to electronic device 30. Specifically, the electronic device 30 can be a vehicle body controller, etc. No limitation is made here; any electronic device 30 that can implement the embodiments of this application falls within the protection scope of this invention.

[0133] In some embodiments, a computer-readable storage medium is also provided, which stores machine-executable instructions that, when executed by a processor, implement the methods described above. For example, the computer-readable storage medium may be a ROM, RAM, CD-ROM, magnetic tape, floppy disk, or optical data storage device.

[0134] This application also provides a computer program stored in a computer-readable storage medium, and when the processor executes the computer program, it causes the processor 71 to perform the method described above.

[0135] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.

[0136] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Without further limitation, an element qualified by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A vehicle traction control method, characterized in that, include: When the vehicle is in motor-driven mode and the motor's driving power is limited, the upper limit of the vehicle's wheel-end traction force is determined based on the upper limit of the available driving power of the motor driving the vehicle. When the vehicle is in motor-driven mode and the motor charging power is limited, the lower limit of the wheel-end traction force of the vehicle is obtained based on the upper limit of the allowable charging power of the motor driving the vehicle. The optimization value of the wheel-end traction force corresponding to the current driving mode among multiple driving modes of the vehicle is obtained; the optimization value is greater than or equal to the product between the upper limit of the wheel-end traction force and the optimization coefficient; the optimization value is less than or equal to the product between the lower limit of the wheel-end traction force and the optimization coefficient; the optimization coefficient takes the value range of (0, 1). Based on the limit value of the wheel-end traction force, the value to be optimized is optimized to obtain the optimized value of the wheel-end traction force; wherein, based on the accelerator pedal opening when the accelerator pedal is fully open and the current real-time vehicle speed, the corresponding wheel-end traction force is obtained from the correspondence as the endpoint value of the interval to be optimized, thus obtaining the interval to be optimized; the interval to be optimized includes the value to be optimized; based on the upper limit value of the wheel-end traction force and the interval to be optimized, a traction force optimization relationship is determined; based on the accelerator pedal opening when the accelerator pedal is not open and the current real-time vehicle speed, the corresponding wheel-end traction force is obtained from the correspondence as the endpoint value of the interval to be optimized, thus obtaining the interval to be optimized; based on the lower limit value of the wheel-end traction force and the interval to be optimized, the traction force optimization relationship is determined; the value to be optimized is optimized using the traction force optimization relationship to obtain the optimized value; The vehicle is controlled according to the optimized value.

2. The vehicle traction control method as described in claim 1, characterized in that, The step of obtaining the optimization value of the wheel-end traction force corresponding to the current driving mode among multiple driving modes of the vehicle includes: The optimization value of the wheel end traction corresponding to the current driving mode is obtained from the wheel end traction information corresponding to various pre-set driving modes.

3. The vehicle traction control method as described in claim 2, characterized in that, The pre-set wheel-end traction information for various driving modes includes the correspondence between each driving mode, accelerator pedal opening, real-time vehicle speed, and wheel-end traction. The step of obtaining the optimization value of the wheel-end traction force corresponding to the current driving mode from the wheel-end traction force information corresponding to multiple preset driving modes includes: Get the current accelerator pedal opening and the current real-time vehicle speed; Based on the current driving mode, the current accelerator pedal opening, and the current real-time vehicle speed, the corresponding wheel-end traction force to be optimized is obtained from the corresponding relationship.

4. The vehicle traction control method as described in claim 1, characterized in that, The vehicle being in a motor power limited state means that the vehicle is in a motor drive state and the motor drive power is limited. The process of optimizing the value to be optimized based on the limit value of the wheel-end traction force to obtain the optimized value of the wheel-end traction force includes: If the value to be optimized is less than the product of the upper limit of the wheel-end traction force and the optimization coefficient, the value to be optimized of the wheel-end traction force is used as the optimized value of the wheel-end traction force to control the vehicle, and the optimization coefficient is in the range of (0, 1).

5. The vehicle traction control method as described in claim 1, characterized in that, The process of optimizing the value to be optimized based on the limit value of the wheel-end traction force to obtain the optimized value of the wheel-end traction force includes: If the value to be optimized is greater than the product of the lower limit of the wheel-end traction force and the optimization coefficient, the value to be optimized of the wheel-end traction force is used as the optimized value of the wheel-end traction force to control the vehicle, and the optimization coefficient is in the range of (0, 1).

6. The vehicle traction control method as described in claim 1, characterized in that, The step of obtaining the optimization value of the wheel-end traction force corresponding to the current driving mode among multiple driving modes when the vehicle is in a state of limited motor power includes: For each of the multiple driving modes, obtain the corresponding value of the wheel-end traction force to be optimized.

7. A vehicle traction control device, characterized in that, include: The processing module is used to determine the upper limit of the wheel-end traction force of the vehicle based on the upper limit of the available driving power of the motor when the vehicle is in motor-driven mode and the driving power of the motor is limited. When the vehicle is in motor-driven mode and the motor charging power is limited, the lower limit of the wheel-end traction force of the vehicle is obtained based on the upper limit of the allowable charging power of the motor driving the vehicle. The acquisition module is used to acquire the value to be optimized of the wheel-end traction force corresponding to the current driving mode among multiple driving modes of the vehicle; the value to be optimized is greater than or equal to the product between the upper limit of the wheel-end traction force and the optimization coefficient; the value to be optimized is less than or equal to the product between the lower limit of the wheel-end traction force and the optimization coefficient; the value range of the optimization coefficient is (0, 1). An optimization module is used to optimize the value to be optimized based on the limit value of the wheel-end traction force, thereby obtaining an optimized value of the wheel-end traction force. Specifically, based on the accelerator pedal opening at full throttle and the current real-time vehicle speed, the corresponding wheel-end traction force is obtained from a correspondence, serving as the endpoint value of the interval to be optimized, thus obtaining the interval to be optimized. The interval to be optimized includes the value to be optimized. A traction force optimization relationship is determined based on the upper limit value of the wheel-end traction force and the interval to be optimized. Based on the accelerator pedal opening at no throttle and the current real-time vehicle speed, the corresponding wheel-end traction force is obtained from the correspondence, serving as the endpoint value of the interval to be optimized, thus obtaining the interval to be optimized. The traction force optimization relationship is determined based on the lower limit value of the wheel-end traction force and the interval to be optimized. The optimized value is then optimized using the traction force optimization relationship. A control module is used to control the vehicle according to the optimized value.

8. An electronic device, characterized in that, Including processor and memory; Memory, used to store computer programs; A processor, when executing a program stored in memory, implements the method described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, It stores a program that, when executed by a processor, implements the method as described in any one of claims 1-6.

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