Vehicle control method, device, equipment, medium, vehicle and product

Abstract

The present invention discloses a vehicle control method, including: obtaining the current working state of the vehicle; calculating the transmission error of the vehicle in the current working state; determining whether the vehicle meets the state switching condition based on the transmission error and a set equivalent clearance of the powertrain; and switching the current working state of the vehicle when the vehicle meets the state switching condition. By means of the present invention, the impact between vehicle components can be reduced, the durability of components can be improved, the driving smoothness can be enhanced, the torque rise gradient and torque fall gradient can be strengthened, and the power performance and economy can be effectively improved.

Description

Technical Field

[0001] The present invention relates to the field of vibration control of motors, and particularly to a vehicle control method, device, equipment, medium, vehicle and product. Background Art

[0002] Active control of torsional vibration of pure electric vehicles is very important. Under the action of electromechanical coupling, there are many disturbing torques in the system, which will cause abnormal impacts, seriously affecting the reliability of powertrain components and the vibration and noise characteristics, directly affecting the riding experience of passengers, directly affecting the power performance and energy recovery ability, and further having a profound impact on brand promotion. Unreasonable vibration levels even affect the fatigue durability of important components, which is related to the driving safety of personnel.

[0003] There are some problems with the currently commonly adopted technical solutions. When stepping on the accelerator pedal, in order not to affect the driving smoothness, technical measures of reducing the torque gradient are taken, which will affect the power performance of the whole vehicle. At the same time, when releasing the accelerator pedal, in order not to affect the driving smoothness, technical measures of reducing the energy recovery intensity are taken, which will affect the economy of the whole vehicle. The deep reason is that the dynamic model of the powertrain is relatively complex, and there are errors caused by various clearances, such as the radial clearance of the tooth side, the axial clearance of the tooth side, the spline clearance, the contact clearance of the half shaft constant velocity joint, and the bearing clearance. At the same time, the components themselves have flexibility and can generate circumferential deformation. These influencing factors are difficult to be described by a very accurate mathematical model. When the torque of the whole system suddenly changes, torsional vibration will occur, which will bring serious driving smoothness problems. According to the current distributed control system architecture design, the vehicle control unit cannot calculate the execution torque to prevent torsional vibration. Therefore, the vehicle control unit only calculates an initial value of the execution torque, which is revised and improved by the motor controller.

[0004] Currently, the commonly used active torsional vibration control technology solutions at home and abroad include feedforward control and feedback control. Feedforward control mainly compensates for torque directly by restricting abnormal speed changes in the system. Feedforward control is essentially a speed closed-loop feedback control. This technology solution has little impact on power performance. However, due to the use of a low-pass filter, it has a greater impact on the energy recovery intensity and is usually not conducive to energy recovery. There are also many feedback control schemes, which can be divided into two categories according to different control objectives. One category is the control scheme for reducing the motor speed fluctuation amount, which is equivalent to reducing the time derivative of the relative angular displacement error, and the other category is for reducing the relative angular displacement error. According to the different signal types used, active control can be divided into two categories. The first category only uses the motor speed signal, and the second category uses both the motor speed signal and the wheel speed signal. According to different control types, it can be further divided into three categories. One category is the proportional-integral-derivative controller (PID), another category is the use of the optimal controller (LQR), and the last category is the use of the sliding mode controller (SMC). For example, both CN101550986A and CN112746875A can achieve torsional vibration control. However, the current control schemes are not perfect and will sacrifice some vehicle power performance and economic performance. If there are multiple controller switches at the algorithm level, it is easy to cause problems with no solution or abnormal torque mutation problems, and these control schemes will affect the robustness of the entire control system. Summary of the Invention

[0005] In view of the above-mentioned disadvantages of the prior art, the present invention provides a vehicle control method, device, equipment, medium, vehicle and product to solve the above technical problems.

[0006] A vehicle control method provided by the present invention, the method includes:

[0007] Obtain the current working state of the vehicle;

[0008] Calculate the transfer error of the vehicle in the current working state;

[0009] Based on the transfer error and the set equivalent clearance of the transmission system, determine whether the vehicle meets the state switching condition;

[0010] When the vehicle meets the state switching condition, switch the current working state of the vehicle.

[0011] In an embodiment of the present invention, the current working state of the vehicle is the clearance state or the contact state; the state switching conditions include the first state switching condition and the second state switching condition;

[0012] When the current working state of the vehicle is the clearance state, calculate the first transfer error of the vehicle in the clearance state;

[0013] When the first transmission error is greater than the set equivalent clearance of the transmission system, the vehicle meets the first state switching condition, switches the current working state of the vehicle from the clearance state to the contact state, and controls the vehicle with a first torque; wherein, the first torque is the sum of the requested torque sent by the vehicle control unit to the motor control unit and the first superimposed torque in the contact state;

[0014] When the current working state of the vehicle is the contact state, calculate the second transmission error of the vehicle in the contact state;

[0015] When the second transmission error is less than or equal to the set equivalent clearance of the transmission system, the vehicle meets the second state switching condition, switches the current working state of the vehicle from the contact state to the clearance state, and controls the vehicle with a second torque; wherein, the second torque is the sum of the requested torque sent by the vehicle control unit to the motor control unit and the second superimposed torque in the clearance state.

[0016] In an embodiment of the present invention, the transmission error is expressed as:

[0017]

[0018] wherein, Δθ1 is the first transmission error, Δθ2 is expressed as the second transmission error, c s represents the equivalent viscous damping coefficient of the half shaft, T hs is the half shaft torque, k s is the equivalent stiffness of the half shaft, and α is the equivalent clearance of the transmission system.

[0019] In an embodiment of the present invention, the first torque is expressed as: The second torque is expressed as:

[0020] wherein, TqReq is the requested torque sent by the vehicle control unit to the motor control unit, δTq1 is the first superimposed torque, and δTq2 is the second superimposed torque;

[0021]

[0022] wherein, λ is the speed ratio, δ is a constant, is the time derivative of Δθ1, is the derivative of g m c m is the equivalent viscous damping at the motor end, is the angular velocity of the motor rotor, J m is the moment of inertia of the motor rotor, is the real-time angular acceleration of the motor rotor, and Δ is a control parameter.

[0023] In an embodiment of the present invention, the superimposed torque is:

[0024]

[0025]

[0026] where η is the amplitude of the angular acceleration uncertainty.

[0027] In an embodiment of the present invention, when the vehicle is in the clearance state, the superimposed torque is:

[0028]

[0029] where δTq k+1 represents the new second superimposed torque, |η| < η B , η B is the minimum value of the upper limit of the angular acceleration uncertainty amplitude.

[0030] In an embodiment of the present invention, the control parameter Δ is expressed as:

[0031]

[0032] In an embodiment of the present invention, the method further includes: when the requested torque is greater than the torque threshold, limiting the amplitude of the requested torque.

[0033] A vehicle control device provided by the present invention, the device includes:

[0034] A state acquisition module, configured to acquire the current working state of the vehicle;

[0035] An error calculation module, configured to calculate the transmission error of the vehicle in the current working state;

[0036] A condition judgment module, configured to judge whether the vehicle meets the state switching condition based on the transmission error and the set equivalent clearance of the transmission system;

[0037] A state switching module, configured to switch the current working state of the vehicle when the vehicle meets the state switching condition.

[0038] An electronic device provided by the present invention, the electronic device includes:

[0039] One or more processors;

[0040] A storage device, configured to store one or more programs, when the one or more programs are executed by the one or more processors, enabling the electronic device to implement the steps of the above vehicle control method.

[0041] A computer-readable storage medium provided by the present invention stores a computer program thereon. When the computer program is executed by a processor of a computer, the computer is caused to execute the steps of the above-described vehicle control method.

[0042] A vehicle provided by the present invention is controlled by using the above-described vehicle control method.

[0043] A computer program product provided by the present invention includes: a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the above-described vehicle control method.

[0044] Advantages of the present invention:

[0045] A vehicle control method, device, equipment and medium in the present invention. The method includes: obtaining the current working state of a vehicle; calculating the transmission error of the vehicle in the current working state; determining whether the vehicle meets the state switching condition based on the transmission error and a set equivalent clearance of the transmission system; and switching the current working state of the vehicle when the vehicle meets the state switching condition. By the present invention, the impact between vehicle components can be reduced, the durability of components can be improved, and the energy recovery intensity can be enhanced without sacrificing driving smoothness.

[0046] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] The accompanying drawings herein are incorporated into the specification and form a part of the specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts. In the drawings:

[0048] Figure 1 It is a schematic diagram of an implementation environment of a vehicle control method shown in an exemplary embodiment of the present application;

[0049] Figure 2 It is a flowchart of a vehicle control method shown in an exemplary embodiment of the present application;

[0050] Figure 3 It is a flowchart of a vehicle control device shown in an exemplary embodiment of the present application;

[0051] Figure 4 It shows a schematic diagram of the structure of a computer system of an electronic device suitable for implementing the embodiments of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0052] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for explaining the present invention, rather than for limiting the protection scope of the present invention.

[0053] It should be noted that the diagrams provided in the following embodiments only illustrate the basic concept of the present invention in a schematic manner. Therefore, only the components related to the present invention are shown in the diagrams, rather than being drawn according to the number, shape, and size of the components in actual implementation. The type, quantity, and ratio of each component in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0054] In the following description, a large number of details are explored to provide a more thorough explanation of the embodiments of the present invention. However, it is obvious to those skilled in the art that the embodiments of the present invention can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present invention difficult to understand.

[0055] Figure 1 It is a schematic diagram of an exemplary vehicle control method implementation environment of this application. In this implementation environment, it includes a vehicle control unit 110 and a motor control unit. Data interaction can be carried out between the vehicle control unit 110 and the motor control unit 120 through the CAN bus. In this implementation environment, the vehicle control unit can obtain the current working state of the vehicle; calculate the transmission error of the vehicle in the current working state; judge whether the vehicle meets the state switching condition based on the transmission error and the set equivalent clearance of the driveline; when the vehicle meets the state switching condition, switch the current working state of the vehicle, thereby realizing the control of the vehicle. Through the present invention, the impact between vehicle components can be reduced, the durability of components can be improved, and a larger torque rise gradient and torque fall gradient can be allowed without sacrificing driving smoothness, thereby achieving stronger power performance and stronger economy.

[0056] Embodiments of this application respectively propose a vehicle control method, a vehicle control device, an electronic device, and a computer-readable storage medium. The following will describe these embodiments in detail.

[0057] Before describing the vehicle control method and vehicle control device in this embodiment in detail, a kind of active control strategy is described first. Obvious time variable marks are omitted, and the meaning represented by taking the derivative is also taking the derivative with respect to the time variable. Taking a certain variable as an example, it is

[0058] The active control strategy is based on the following dynamic model.

[0059] Consider establishing a torsional vibration dynamic model of the powertrain with clearance. Let the moment of inertia of the motor rotor be J m , the actual electromagnetic torque of the motor be T m , the equivalent viscous damping at the motor end be c m , the speed ratio be λ, and the equivalent clearance angle of the powertrain be α. Then the equivalent dynamic model at the motor end is:

[0060]

[0061]

[0062] Among them, J m is the moment of inertia of the rotor, is the angular velocity of the motor rotor, is the angular acceleration of the motor rotor, T hs is the half - shaft torque, k s represents the equivalent stiffness of the half - shaft, c s represents the equivalent viscous damping coefficient of the half - shaft, sgn() represents the sign function, Δθ is the transmission error, which represents the difference between the angular displacement at the motor end and the angular displacement at the wheel end during flexible transmission, is the rate of the transmission error, which is the time derivative of Δθ. Among them, |Δθ| > α means the vehicle is in the contact state, that is, switching from the clearance state to the contact state, and |Δθ| ≤ α means the vehicle is in the clearance state, that is, switching from the contact state to the clearance state.

[0063] Define the following transmission error (TE)

[0064]

[0065] Among them, θ m is the angular displacement of the motor, θ w is the angular displacement of the wheel end, which is a relative angular displacement. The transmission error represents the error brought by flexible transmission; under the assumption of rigid transmission, the ideal value of the transmission error is zero. Since it is not actually zero, it shows that the powertrain has flexibility. The goal of active control is to control the following error quantity to make its value minimum

[0066]

[0067] Redefine the actual motor electromagnetic torque for vehicle active control as follows

[0068] T m = TqReq + δTq (5)

[0069] where TqReq is the requested torque sent by the vehicle control unit to the motor control unit, which is the motor torque after the vehicle control unit considers the real-time requirements of each subsystem. Most of the time, it is converted from the throttle pedal signal and represents the DC component of the actual motor electromagnetic torque; δTq is the superimposed torque, which is the torque superimposed further considering the driving smoothness requirement and represents the AC component of the actual motor electromagnetic torque.

[0070] Introduce the following new variables

[0071]

[0072] Then the expression for the half - shaft load or half - shaft torque can be obtained

[0073]

[0074] Taking the derivative with respect to time, the half - shaft torque rate in two states can be known

[0075]

[0076] To monitor the half - shaft state, it is necessary to calculate the transmission error Δθ by integrating the transmission error rate in real - time, and different integration formulas are selected according to different states

[0077]

[0078] Assume that accurate parameters have been obtained through calibration and testing, and the following is the derivation of the detailed active control strategy

[0079] The active control strategy includes the control strategy in the clearance state and the control strategy in the contact state

[0080] In the clearance state, mark that |Δθ| ≤ α is satisfied at this time, and its control strategy is derived as follows

[0081]

[0082]

[0083] is the first - order derivative of Δθ, is the second - order derivative of Δθ, and Δ is the control parameter

[0084] Assume that the half - shaft equivalent viscous damping coefficient is greater than zero

[0085] In the contact state, it is marked that |Δθ|>α is satisfied at this time, and the derivation of its control strategy is as follows

[0086]

[0087] Combining the above two cases, it can be known that the superimposed torque is:

[0088]

[0089] To solve the robust control problem brought by parameter uncertainty, it is necessary to analyze the stability and convergence of the algorithm under the influence of uncertainty, and optimize the control algorithm. The uncertainty can be attributed to the error η (amplitude of angular acceleration uncertainty) in angular acceleration, that is, modify the original equations (1) and (2) to (14)

[0090]

[0091] In the actual situation, there are the following uncertainty bounds

[0092] |η|<η B (16)

[0093] Among them, η B is the minimum value of the upper limit of the amplitude of angular acceleration uncertainty

[0094] When the parameters are reasonable, the lower limit of uncertainty will be very small, or in other words, the purpose of debugging is to minimize the value in the above formula. The uncertainty in angular acceleration will be amplified by the moment of inertia, converted into half-axis torque uncertainty and retained in g m and the half-axis torque uncertainty is further transmitted to the relative angular displacement and the relative angular velocity

[0095]

[0096] If the angular acceleration uncertainty is time-invariant or invariant in a short time, the derivative term of g m will not be affected, but g m is indeed a biased estimate, which will be reflected when passing through the clearance. The denominator in the integral contains uncertain items. Therefore, formula (13) can be changed to obtain formula (17),

[0097]

[0098] The uncertain term will essentially affect the accurate judgment of the clearance moment, and further affect whether the control law integration strategy is switched normally. To solve this problem, it is necessary to carefully design the control law and parameter adaptation at the clearance moment. Through further derivation, it can be known that the uncertain parameter selection can be

[0099]

[0100] The above formula (18) is the recommended value of the control parameter Δ. After such selection, it is beneficial to ensure the robustness.

[0101] Please refer to Figure 2 , Figure 2 which is a flowchart of a vehicle control method shown in an exemplary embodiment of the present application. This method can be applied to Figure 1 the implementation environment shown, and is specifically executed by the vehicle control unit in this implementation environment. It should be understood that this method can also be applicable to other exemplary implementation environments and be specifically executed by devices in other implementation environments. This embodiment does not limit the implementation environment applicable to this method.

[0102] Please refer to Figure 2 , Figure 2 which is a flowchart of an exemplary vehicle control method of the present application. This vehicle control method at least includes steps S210 to S240, which are introduced in detail as follows:

[0103] Step S210: Obtain the current working state of the vehicle;

[0104] Step S220: Calculate the transmission error of the vehicle in the current working state;

[0105] Step S230: Determine whether the vehicle meets the state switching condition based on the transmission error and the set equivalent clearance of the transmission system;

[0106] Step S240: When the vehicle meets the state switching condition, switch the current working state of the vehicle.

[0107] Through the present invention, the impact between vehicle components can be reduced, the durability of components can be improved, and the energy recovery intensity can be enhanced without sacrificing driving smoothness.

[0108] The following will explain each step in the above vehicle control method in detail.

[0109] In step S210, obtain the current working state of the vehicle;

[0110] In this embodiment, the working state of the vehicle includes a contact state and a clearance state. The current working state is either a contact state or a clearance state. When analyzing the solution of the present invention, the clearance state of the initial state is generally set.

[0111] In step S220, calculate the transmission error of the vehicle in the current working state.

[0112] The transmission error represents the difference between the angular displacement at the motor end and the angular displacement at the wheel end during flexible transmission. The transmission error is an indicator for evaluating the working state of the vehicle and is a value that changes in real time. When the transmission error is greater than the equivalent clearance of the transmission system, it is defined as a working state of the vehicle, i.e., the contact state; when the transmission error is less than or equal to the equivalent clearance of the transmission system, it is defined as another working state of the vehicle, i.e., the clearance state. At the initial moment when the program runs, it is defaulted to be in the clearance state, and the initial value of the transmission error is zero. The transmission error determines how to switch between different states, and different calculation formulas are selected to calculate the transmission error under different states.

[0113] In this embodiment, the transmission error is represented by Δθ, and the calculation method of the transmission error Δθ is to integrate the transmission error rate:

[0114]

[0115] Since the working state of the vehicle includes two working states, namely the contact state and the clearance state, there are also two calculation methods for the transmission error.

[0116] In one embodiment, the transmission error is expressed as:

[0117]

[0118] where Δθ1 is the first transmission error, Δθ2 is expressed as the second transmission error, c s represents the equivalent viscous damping coefficient of the half shaft, T hs is the half shaft torque, k s is the equivalent stiffness of the half shaft, and α is the equivalent clearance of the transmission system.

[0119] That is to say, when the vehicle is in the contact state, the first transmission error is calculated through the calculation formula of Δθ1, and when the vehicle is in the clearance state, the second transmission error is calculated through the calculation formula of Δθ1.

[0120] In step S230, based on the transmission error and the set equivalent clearance of the transmission system, it is judged whether the vehicle meets the state switching condition.

[0121] That is, the calculated transmission error is compared with the set equivalent clearance of the transmission system, and according to the comparison result, it is judged whether the state switching condition is met, that is, whether the state switching condition is met is judged according to the magnitudes of |Δθ| and α.

[0122] In step S240, when the vehicle meets the state switching condition, the current working state of the vehicle is switched.

[0123] When |Δθ| > α, it indicates that the vehicle meets the state switching condition, and the working state of the vehicle is switched from the clearance state to the contact state;

[0124] When |Δθ| ≤ α, it indicates that the vehicle meets the state switching condition, and the working state of the vehicle is switched from the contact state to the clearance state.

[0125] In one embodiment, the current working state of the vehicle is the clearance state or the contact state; the state switching condition includes a first state switching condition and a second state switching condition;

[0126] When the current working state of the vehicle is the clearance state, calculate the first transmission error of the vehicle in the clearance state;

[0127] When the first transmission error is greater than the set equivalent clearance of the powertrain, the vehicle meets the first state switching condition, and the current working state of the vehicle is switched from the clearance state to the contact state, and the vehicle is controlled with a first torque; wherein, the first torque is the sum of the request torque sent by the vehicle control unit to the motor control unit and the first superimposed torque in the contact state;

[0128] When the current working state of the vehicle is the contact state, calculate the second transmission error of the vehicle in the contact state;

[0129] When the second transmission error is less than or equal to the set equivalent clearance of the powertrain, the vehicle meets the second state switching condition, and the current working state of the vehicle is switched from the contact state to the clearance state, and the vehicle is controlled with a second torque; wherein, the second torque is the sum of the request torque sent by the vehicle control unit to the motor control unit and the second superimposed torque in the clearance state.

[0130] In one embodiment, the first torque is expressed as: The second torque is expressed as:

[0131] Wherein, TqReq is the request torque sent by the vehicle control unit to the motor control unit, which is the motor torque after the vehicle control unit considers the real-time requirements of each subsystem. δTq1 is the first superimposed torque of the vehicle in the contact state, which is the additional torque calculated by the electric drive control unit according to the active torsional vibration control requirements; δTq2 is the second superimposed torque of the vehicle in the clearance state, which is the additional torque calculated by the electric drive control unit according to the active torsional vibration control requirements;

[0132]

[0133] Wherein, λ is the speed ratio, δ is a constant, is the time derivative of Δθ1, is the derivative of g m of, c mis the equivalent viscous damping at the motor end, is the angular velocity of the motor rotor, J m is the moment of inertia of the motor rotor, is the real-time angular acceleration of the motor rotor, and Δ is the control parameter.

[0134] When the control parameter is reasonable, the lower limit of uncertainty will be very small, or in other words, the purpose of debugging is to minimize the value in the above formula. The uncertainty in angular acceleration will be amplified by the moment of inertia and converted into half-axle torque uncertainty and retained in g m In, the half-axle torque uncertainty is further transmitted to the relative angular displacement and the relative angular velocity

[0135] If the angular acceleration uncertainty is time-invariant or invariant in a short period of time, then the derivative term of g m will not be affected, but g m is indeed a biased estimate, which will be reflected when passing through the clearance. The denominator in the integral contains uncertain items. Therefore, the superimposed torque can be transformed to obtain a new superimposed torque. In one embodiment, the new superimposed torque is:

[0136]

[0137]

[0138] where η is the amplitude of the angular acceleration uncertainty.

[0139] Through further derivation, it can be known that the selection of the uncertain parameter (control parameter) can be

[0140]

[0141] The above formula is the value selection scheme of the control parameter Δ. After such selection, it is beneficial to ensure robustness.

[0142] As described above, since the vehicle powertrain has two working states, including the clearance state and the contact state, if it is the clearance state, the integral formula of the superimposed torque δTq is Since the integral value contains independent variables, it needs to be integrated and calculated in a certain way. Here, taking the implicit Euler integral formula as an example, an integration method is given. This method includes two sub-steps: predictive integration and corrective integration.

[0143] Predictive integration,

[0144] Corrective integration, And take the result of the corrective integration as the final value, that is, the final superimposed torque.

[0145] It should be understood that the sequence numbers of the steps in the above embodiments do not imply the order of execution. The order of execution of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.

[0146] It should be noted that if the requested torque calculated by the vehicle control unit is incorrect or the calculated electromagnetic torque T m exceeds a certain amplitude, amplitude limitation is required to control the amplitude within a certain range to avoid the overflow or abnormality of the superimposed torque. The limited output result is used as the integral initial value for the next time step.

[0147] When the motor operates in other modes except the clearance state and the contact state, the power output will be stopped or reduced to avoid abnormal torque output and ensure normal operation. The working mode of the motor is determined by the vehicle control unit after comprehensively considering the requirements of each subsystem.

[0148] Figure 3 is a block diagram of a vehicle control device shown in an exemplary embodiment of the present application. This device can be applied to Figure 1 the shown implementation environment and is specifically configured in the vehicle control unit. This device can also be applicable to other exemplary implementation environments and is specifically configured in other devices. The embodiments of the present invention do not limit the implementation environment applicable to this device.

[0149] As Figure 3 shown, the present application provides a vehicle control device, which includes:

[0150] A state acquisition module 310, configured to acquire the current working state of the vehicle;

[0151] An error calculation module 320, configured to calculate the transmission error of the vehicle in the current working state;

[0152] A condition judgment module 330, configured to judge whether the vehicle meets the state switching condition based on the transmission error and the set equivalent clearance of the drive train;

[0153] A state switching module 340, configured to switch the current working state of the vehicle when the vehicle meets the state switching condition.

[0154] It should be noted that the vehicle control device provided in the above embodiments and the vehicle control method provided in the above embodiments belong to the same concept. The specific manners in which each module and unit perform operations have been described in detail in the method embodiments, and will not be elaborated here. In practical applications, the vehicle control device provided in the above embodiments may, according to needs, allocate the above functions to different functional modules to complete, that is, divide the internal structure of the device into different functional modules to complete all or part of the functions described above. This is not limited here either.

[0155] An embodiment of the present application further provides an electronic device, including: one or more processors; a storage device for storing one or more programs, which, when executed by the one or more processors, cause the electronic device to implement the vehicle control methods provided in the above various embodiments.

[0156] Figure 4 The structural schematic diagram of a computer system of an electronic device suitable for implementing the embodiments of the present application is shown. It should be noted that Figure 4 The computer system of the electronic device shown is only an example and should not bring any limitations to the functions and usage scope of the embodiments of the present application.

[0157] As Figure 4 shown, the computer system includes a Central Processing Unit (CPU), which can perform various appropriate actions and processes according to the program stored in the Read-Only Memory (ROM) or the program loaded from the storage part into the Random Access Memory (RAM), such as executing the method described in the above embodiments. In the RAM, various programs and data required for system operation are also stored. The CPU, ROM, and RAM are connected to each other through a bus. The Input / Output (I / O) interface is also connected to the bus.

[0158] The following components are connected to the I / O interface: an input section including a keyboard, a mouse, etc.; an output section including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section including a hard disk, etc.; and a communication section including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section performs communication processing via a network such as the Internet. A drive is also connected to the I / O interface as needed. A removable medium such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc. is mounted on the drive as needed so that a computer program read therefrom is installed into the storage section as needed.

[0159] Specifically, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the Figure 2 vehicle control method shown. In such an embodiment, the computer program can be downloaded and installed from a network through the communication section, and / or installed from a removable medium. When the computer program is executed by a central processing unit (CPU), various functions defined in the system of the present application are executed.

[0160] It should be noted that the computer-readable medium shown in the embodiments of the present application can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable signal medium can include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable computer program. Such a propagated data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0161] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of the present application. Among them, each block in the flowchart or block diagram can represent a module, a program segment, or a part of code, and the above module, program segment, or part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order from that marked in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram or flowchart, as well as the combination of blocks in the block diagram or flowchart, can be implemented by a dedicated hardware-based system for performing the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions.

[0162] The units involved in the embodiments described in this application can be implemented in software or in hardware, and the described units can also be provided in a processor. Among them, the names of these units do not, in some cases, constitute a limitation on the units themselves.

[0163] Another aspect of this application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor of a computer, the computer is caused to execute the vehicle control method as described above. The computer-readable storage medium may be included in the electronic device described in the above embodiments, or may exist alone without being assembled into the electronic device.

[0164] Another aspect of this application also provides a computer program product or a computer program. The computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the vehicle control method provided in each of the above embodiments.

[0165] An embodiment of this application also provides a vehicle provided by the present invention, which is controlled by using the Figure 2 vehicle control method as shown.

[0166] The above embodiments are only used to exemplarily illustrate the principles and effects of the present invention, rather than to limit the present invention. Any person familiar with this technology can modify or change the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or changes completed by those with ordinary knowledge in the technical field without departing from the spirit and technical idea disclosed by the present invention should still be covered by the claims of the present invention.

Claims

1. A vehicle control method, characterized in that, The method includes: Obtaining the current working state of the vehicle; Calculating the transmission error of the vehicle in the current working state; Judging whether the vehicle meets the state switching condition based on the transmission error and the set equivalent clearance of the powertrain; When the vehicle meets the state switching condition, switching the current working state of the vehicle; The current working state of the vehicle is a clearance state or a contact state; the state switching condition includes a first state switching condition and a second state switching condition; When the current working state of the vehicle is the clearance state, calculating the first transmission error of the vehicle in the clearance state; when the first transmission error is greater than the set equivalent clearance of the powertrain, the vehicle meets the first state switching condition, switching the current working state of the vehicle from the clearance state to the contact state, and controlling the vehicle with a first torque; wherein, the first torque is the sum of the request torque sent by the vehicle control unit to the motor control unit and the first superimposed torque in the contact state; When the current working state of the vehicle is the contact state, calculating the second transmission error of the vehicle in the contact state; when the second transmission error is less than or equal to the set equivalent clearance of the powertrain, the vehicle meets the second state switching condition, switching the current working state of the vehicle from the contact state to the clearance state, and controlling the vehicle with a second torque; wherein, the second torque is the sum of the request torque sent by the vehicle control unit to the motor control unit and the second superimposed torque in the clearance state; The transmission error is expressed as: Among them, Δθ1 is the first transmission error, and Δθ2 is expressed as the second transmission error, c s represents the equivalent viscous damping coefficient of the half shaft, T hs is the half shaft torque, k s is the equivalent stiffness of the half shaft, and α is the equivalent clearance of the transmission system.

2. The vehicle control method according to claim 1, wherein The first moment is expressed as: The second moment is expressed as: wherein, TqReq is the request torque sent by the vehicle control unit to the motor control unit, δTq1 is the first superimposed torque, and δTq2 is the second superimposed torque; where λ is the speed ratio and δ is a constant, is the time derivative of Δθ1, is the derivative of g m , c m is the equivalent viscous damping at the motor terminal, is the angular velocity of the motor rotor, J m is the moment of inertia of the motor rotor, is the real-time angular acceleration of the motor rotor, and Δ is the control parameter.

3. The vehicle control method according to claim 2, wherein The superimposed torque is: wherein, η is the amplitude of the angular acceleration uncertainty.

4. The vehicle control method according to claim 3, characterized in that, When the vehicle is in the clearance state, the superimposed torque is: Among them, δTq k+1 represents the new second superimposed torque, |η| < η B , η B is the minimum value of the upper limit of the angular acceleration uncertainty magnitude.

5. The vehicle control method according to claim 3, wherein The control parameter Δ is expressed as:

6. The vehicle control method according to claim 1 or 2, characterized in that The method further includes: When the request torque is greater than the torque threshold, limiting the amplitude of the request torque.

7. A vehicle control device, characterized in that, The device includes: A state acquisition module, configured to acquire the current working state of the vehicle; An error calculation module, configured to calculate the transmission error of the vehicle in the current working state; A condition judgment module, configured to judge whether the vehicle meets the state switching condition based on the transmission error and the set equivalent clearance of the powertrain; A state switching module, configured to switch the current working state of the vehicle when the vehicle meets the state switching condition; The current working state of the vehicle is a clearance state or a contact state; the state switching condition includes a first state switching condition and a second state switching condition; When the current working state of the vehicle is the clearance state, calculating the first transmission error of the vehicle in the clearance state; when the first transmission error is greater than the set equivalent clearance of the powertrain, the vehicle meets the first state switching condition, switching the current working state of the vehicle from the clearance state to the contact state, and controlling the vehicle with a first torque; wherein, the first torque is the sum of the request torque sent by the vehicle control unit to the motor control unit and the first superimposed torque in the contact state; When the current working state of the vehicle is the contact state, calculate the second transmission error of the vehicle in the contact state; when the second transmission error is less than or equal to the set equivalent clearance of the powertrain, the vehicle meets the second state switching condition, switch the current working state of the vehicle from the contact state to the clearance state, and control the vehicle with a second torque; wherein, the second torque is the sum of the requested torque sent by the vehicle control unit to the motor control unit and the second superimposed torque in the clearance state; The transmission error is expressed as: Among them, Δθ1 is the first transmission error, and Δθ2 is expressed as the second transmission error, c s represents the equivalent viscous damping coefficient of the half shaft, T hs is the torque of the half shaft, k s is the equivalent stiffness of the half shaft, and α is the equivalent clearance of the driveline.

8. An electronic device, characterized in that, The electronic device includes: One or more processors; A storage device for storing one or more programs, which when executed by the one or more processors, cause the electronic device to implement the steps of the vehicle control method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, A computer program is stored thereon, which when executed by a processor of a computer, causes the computer to execute the steps of the vehicle control method according to any one of claims 1 to 6.

10. A vehicle, characterized in that, Control is performed using the vehicle control method according to any one of claims 1 to 6.

11. A computer program product, characterized in that, Including: A computer program carried on a computer-readable medium, the computer program including a computer program for executing the vehicle control method according to any one of claims 1 to 6.

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