Torque drag control exit method and device, electronic equipment and storage medium
By using a closed-loop feedback control method to calculate slip using vehicle speed and wheel speed, the problem of unstable torque drag control exit during energy recovery in electric vehicles is solved, thus improving vehicle stability under complex road conditions.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- NASSEN AUTOMOTIVE TECH (HANGZHOU) CO LTD
- Filing Date
- 2022-12-30
- Publication Date
- 2026-06-09
AI Technical Summary
Existing electric vehicles struggle to maintain vehicle stability under complex road conditions when torque drag control disengages during energy recovery, and open-loop control leads to vehicle instability.
A closed-loop feedback control method is adopted. By acquiring the vehicle speed and wheel speed, the slip amount is determined. Based on the slip amount, the slip amount of the previous cycle, and the preset target slip amount, the proportional and integral control quantities are calculated. A torque request is sent to control the vehicle slip amount, thereby achieving stable exit of torque drag control.
It improves vehicle stability during torque drag control disengagement, ensures stable slip, and enhances vehicle stability under complex road conditions.
Smart Images
Figure CN115848353B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle control technology, and in particular to a torque drag control exit method, device, electronic device, and storage medium. Background Technology
[0002] With the rapid development of the automotive industry, the integration and intelligence of automotive electronics are becoming increasingly sophisticated. Electric vehicles are becoming more and more common, and energy recovery has become a feature that various OEMs want to implement. At the same time, an important issue is that vehicle stability must be considered during energy recovery.
[0003] Currently, most regenerative braking is controlled by the OEMs themselves. In case of instability, the torque drag control sub-function of the vehicle stability control system limits the regenerative torque to stabilize the vehicle. The torque drag control function was originally designed for gasoline vehicles, but it has been modified to work in conjunction with regenerative braking in electric vehicles.
[0004] However, the current torque drag disengagement control is an open-loop control. When the wheel returns to stability, that is, when the slippage is small enough, the open-loop disengagement is based on the actual vehicle acceleration. This open-loop disengagement control is difficult to balance various complex road conditions, and the vehicle is prone to instability when encountering complex road conditions. Summary of the Invention
[0005] This application provides a torque drag control exit method, apparatus, electronic device, and storage medium to improve the efficiency of task creation using torque drag control exit.
[0006] In a first aspect, embodiments of this application provide a torque drag control exit method, the method comprising:
[0007] The current vehicle speed and wheel speed of the controlled vehicle are obtained, and the current slip amount of the controlled vehicle is determined based on the vehicle speed and wheel speed;
[0008] If the current slip amount is less than the preset torque drag control exit threshold, the proportional control amount and integral control amount of the feedback control are determined based on the current slip amount, the slip amount of the previous cycle, and the preset target slip amount.
[0009] The torque request is determined based on the proportional control quantity and the integral control quantity, and the torque request is sent to the electronic control system of the controlled vehicle to control the vehicle slippage during the torque drag control exit process.
[0010] Secondly, embodiments of this application provide a torque drag control exit device, the device comprising:
[0011] The slip amount determination module is used to acquire the current vehicle speed and wheel speed of the controlled vehicle, and determine the current slip amount of the controlled vehicle based on the vehicle speed and wheel speed;
[0012] The feedback control quantity determination module is used to determine the proportional control quantity and integral control quantity of the feedback control based on the current slip quantity, the slip quantity of the previous cycle, and the preset target slip quantity when the current slip quantity is less than the preset torque drag control exit threshold.
[0013] The torque request sending module is used to determine the torque request based on the proportional control quantity and the integral control quantity, and send the torque request to the electronic control system of the controlled vehicle to control the vehicle slippage during the torque drag control exit process.
[0014] Thirdly, embodiments of this application also provide an electronic device, the electronic device comprising:
[0015] One or more processors;
[0016] Storage device for storing one or more programs.
[0017] When the one or more programs are executed by the one or more processors, the one or more processors implement the torque drag control exit method provided in any embodiment of this application.
[0018] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program thereon, characterized in that, when the program is executed by a processor, it implements the torque drag control exit method provided in any embodiment of this application.
[0019] The technical solution of this application embodiment acquires the current vehicle speed and wheel speed of the controlled vehicle, and determines the current slip amount of the controlled vehicle based on the vehicle speed and wheel speed; when the current slip amount is less than a preset torque drag control exit threshold, the proportional control quantity and integral control quantity of the feedback control are determined based on the current slip amount, the slip amount of the previous cycle, and a preset target slip amount; a torque request is determined according to the proportional control quantity and integral control quantity, and the torque request is sent to the electronic control system of the controlled vehicle to control the vehicle slip amount during the torque drag control exit process. Based on this, this application utilizes slip amount to achieve closed-loop feedback control when torque drag control exit is required, ensuring that the vehicle slip amount is kept stable during the torque drag control exit process, thereby improving vehicle stability. Attached Figure Description
[0020] Figure 1 This is a flowchart illustrating the torque drag control exit method provided in Embodiment 1 of this application;
[0021] Figure 2 A schematic diagram illustrating the torque drag control exit provided in Embodiment 1 of this application;
[0022] Figure 3 This is a schematic diagram of the structure of a torque drag control exit device provided in Embodiment 2 of this application;
[0023] Figure 4 This is a schematic diagram of the structure of an electronic device provided in Embodiment 3 of this application. Detailed Implementation
[0024] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the application and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present application, not the entire structure.
[0025] Example 1
[0026] Figure 1 This is a flowchart illustrating the torque drag control exit method provided in Embodiment 1 of this application. This embodiment is described from the perspective of a first platform, and the method is applicable to scenarios involving torque drag control exit. The method can be executed by a torque drag control exit device, which can be implemented in hardware and / or software and is generally integrated into electronic devices such as computers with data processing capabilities. Specifically, it includes the following steps:
[0027] Step 101: Obtain the current vehicle speed and wheel speed of the controlled vehicle, and determine the current slip amount of the controlled vehicle based on the vehicle speed and wheel speed.
[0028] In this step, the vehicle speed and wheel speed can be directly obtained from the CAN bus of the controlled vehicle. In the control system of the controlled vehicle, there is usually a detection mechanism for detecting vehicle speed and wheel speed. This detection mechanism will upload the detected vehicle speed and wheel speed to the relevant controller of the controlled vehicle through the CAN bus. Therefore, the vehicle speed and wheel speed will be detected in real time in the CAN bus, and this step can be directly read from the CAN bus.
[0029] Of course, you can also request the aforementioned controllers to obtain the corresponding vehicle speed and wheel speed.
[0030] In addition, when determining the current slip of a controlled vehicle based on vehicle speed and wheel speed, the difference between wheel speed and vehicle speed can be determined first, and the difference can be used as the current slip of the controlled vehicle.
[0031] Step 102: If the current slip amount is less than the preset torque drag control exit threshold, determine the proportional control amount and integral control amount of the feedback control based on the current slip amount, the slip amount of the previous cycle, and the preset target slip amount.
[0032] To achieve more precise control over vehicle slip during torque drag control disengagement, this step sets up multiple control states, each corresponding to a feedback control strategy. Therefore, this step can first determine the target control state of the controlled vehicle and then determine the corresponding target feedback control strategy, thereby obtaining more accurate proportional control and integral control quantities.
[0033] It should be noted that the closed-loop feedback control in this embodiment adopts a PI (proportional-integral) feedback control architecture. Therefore, this step can determine the proportional control quantity and integral control quantity in the feedback control.
[0034] Specifically, the slip gradient can be determined first based on the current slip and the slip of the previous cycle, and the slip control deviation can be determined based on the current slip and the preset target slip. Then, the target control state of the controlled vehicle can be determined based on the slip gradient, the slip control deviation, and the current slip. Next, the target feedback control strategy corresponding to the target control state can be determined based on the mapping relationship between the preset control state and the feedback control strategy. Finally, the proportional control quantity and integral control quantity of the feedback control can be determined based on the target feedback control strategy.
[0035] Specifically, determining the slip gradient based on the current slip amount and the slip amount of the previous cycle can be achieved by using the difference between the two as the slip gradient. The slip amount of the previous cycle refers to the control cycle preceding the current control cycle in the control cycle of the controlled vehicle.
[0036] It should be noted that a control loop refers to one execution of the control program; that is, each execution of the control program completes one control loop.
[0037] In addition, determining the slip control deviation based on the current slip amount and the preset target slip amount is also done by calculating the difference between the current slip amount and the preset target slip amount, and using the difference as the slip control deviation.
[0038] When determining the target control state of the controlled vehicle, we can judge the slip gradient, slip control deviation, and the conditions that the current slip meets, and then determine which control state is the target control state.
[0039] Specifically, if the slip gradient is greater than or equal to the preset slip gradient threshold, and the slip control deviation is less than the preset target slip, and the current slip does not remain less than or equal to the preset torque rapid recovery threshold within a preset time period, the target control state of the controlled vehicle is determined to be the first control state.
[0040] If the slip gradient is greater than or equal to the preset slip gradient threshold, and the slip control deviation is greater than or equal to the preset target slip, the target control state of the controlled vehicle is determined to be the second control state.
[0041] If the current slip amount remains less than or equal to the preset torque rapid recovery threshold for a preset time period, the target control state of the controlled vehicle is determined to be the third control state.
[0042] If the target control state cannot be determined as the first control state, the second control state, or the third control state, then the target control state of the controlled vehicle is determined to be the fourth control state.
[0043] Of course, this embodiment also provides the conditions for exiting each control state, as follows:
[0044] If the slip gradient is less than the sum of the preset slip gradient threshold and the first preset offset, or if the slip control deviation is greater than or equal to the preset target slip, exit the first control state.
[0045] If the slip gradient is less than the sum of the preset slip gradient threshold and the first preset offset, and the slip control deviation is less than the sum of the preset target slip and the second preset offset, exit the second control state;
[0046] If the current slip is greater than the sum of the torque fast recovery threshold and the third preset offset, exit the third control state.
[0047] It should be noted that the fourth control state is the standard control state. When the target control state cannot be determined as the first control state, the second control state, or the third control state (after exiting a certain control state, that control state also cannot be used as the target control state), the target control state of the controlled vehicle can be determined as the fourth control state.
[0048] Furthermore, the target feedback strategy determined in this step can specifically be the formula used to determine the proportional control quantity and the integral control quantity, as follows:
[0049] If the target feedback control strategy is the feedback control strategy corresponding to the first control state, the proportional control quantity is determined based on the first formula, and the integral control quantity is determined based on the second formula.
[0050] The first formula is: PI_I = Ki * vErr * Drag_systemGain * Drag_Factor1, where PI_I is the proportional control quantity, Ki is the preset proportional coefficient, vErr is the slip control deviation, Drag_systemGain is the preset system gain, and Drag_Factor1 is the preset attenuation value corresponding to the slip gradient.
[0051] The second formula is: PI_P=Kp*vErr*Drag_systemGain*Drag_Factor1, where PI_P is the integral control quantity, Kp is the preset integral coefficient, vErr is the slip control deviation, Drag_systemGain is the preset system gain, and Drag_Factor1 is the preset attenuation value corresponding to the slip gradient.
[0052] If the target feedback strategy is the feedback control strategy corresponding to the second control state, the proportional control quantity is determined based on the third formula, and the integral control quantity is determined based on the fourth formula.
[0053] The third formula is: PI_I = Ki * vErr * Drag_systemGain * Drag_Factor2, where PI_I is the proportional control value, Ki is the preset proportional coefficient, vErr is the slip control deviation, Drag_systemGain is the preset system gain, and Drag_Factor2 is the preset enhancement value.
[0054] The fourth formula is: PI_P = Kp * vErr * Drag_systemGain * Drag_Factor2, where PI_P is the integral control quantity, Kp is the preset integral coefficient, vErr is the slip control deviation, Drag_systemGain is the preset system gain, and Drag_Factor2 is the preset enhancement value.
[0055] If the target feedback strategy is the feedback control strategy corresponding to the third control state, the proportional control quantity is determined based on the fifth formula, and the integral control quantity is determined based on the sixth formula.
[0056] The fifth formula is: PI_I = Ki_Recover * vErr * Drag_systemGain, where PI_I is the proportional control quantity, Ki_Recover is the torque recovery rate corresponding to the vehicle speed deceleration, vErr is the slip control deviation, and Drag_systemGain is the preset system gain.
[0057] The sixth formula is: PI_P = Kp * vErr * Drag_systemGain, where PI_P is the integral control quantity, Kp is the preset integral coefficient, vErr is the slip control deviation, and Drag_systemGain is the preset system gain.
[0058] If the target feedback strategy is the feedback control strategy corresponding to the fourth control state, the proportional control quantity is determined based on the seventh formula, and the integral control quantity is determined based on the sixth formula.
[0059] The seventh formula is: PI_I = Ki * vErr * Drag_systemGain, where PI_I is the proportional control quantity, Ki is the preset proportional coefficient, vErr is the slip control deviation, and Drag_systemGain is the preset system gain.
[0060] It should be noted that when setting the preset target slip amount, it needs to be less than the threshold for drag control entry. This threshold for drag control entry can be found in relevant technologies, which will not be elaborated here.
[0061] Step 103: Determine the torque request based on the proportional control quantity and the integral control quantity, and send the torque request to the electronic control system of the controlled vehicle to control the vehicle slippage during the torque drag control exit process.
[0062] In this step, determining the torque request based on the proportional control quantity and the integral control quantity can be done by: determining the sum of the proportional control quantity and the integral control quantity as the torque request.
[0063] For a specific example, see [link / reference] Figure 2 , Figure 2 This is a schematic diagram illustrating the torque drag control exit provided in Embodiment 1 of this application. Figure 2 As shown, along the dashed line leading to low-adhesion drag control, the curves from top to bottom are: torque request, actual torque of VCU (electronic control system), maximum torque of VCU (electronic control system), actual vehicle speed, torque fast recovery threshold, drag control exit threshold, exit closed-loop control target, wheel speed, and drag entry control threshold.
[0064] When entering low-adhesion drag control, existing closed-loop control is performed to limit the recovery torque. If the current slip amount is less than the preset torque drag control exit threshold, feedback control of this embodiment is executed until the exit closed-loop control objective is met. Figure 2 As can be seen, the difference between wheel speed and actual vehicle speed, i.e., the amount of slip, does not fluctuate significantly, and the stability of the vehicle is significantly improved during this process.
[0065] In this embodiment, the current vehicle speed and wheel speed of the controlled vehicle are acquired, and the current slip amount of the controlled vehicle is determined based on the vehicle speed and wheel speed. If the current slip amount is less than a preset torque drag control exit threshold, the proportional control quantity and integral control quantity of the feedback control are determined based on the current slip amount, the slip amount of the previous cycle, and the preset target slip amount. The torque request is determined according to the proportional control quantity and integral control quantity, and the torque request is sent to the electronic control system of the controlled vehicle to control the vehicle slip amount during the torque drag control exit process. Based on this, this application utilizes slip amount to achieve closed-loop feedback control when torque drag control exit is required, ensuring that the vehicle slip amount is kept stable during the torque drag control exit process, thereby improving vehicle stability.
[0066] Example 2
[0067] Figure 3 This is a schematic diagram of a torque drag control exit device provided in Embodiment 2 of this application. The torque drag control exit device provided in this embodiment can execute the torque drag control exit method provided in any embodiment of this application, and possesses the corresponding functional modules and beneficial effects of the method execution. This device can be implemented in software and / or hardware, such as... Figure 3 As shown, the torque drag control exit device specifically includes: a slip amount determination module 301, a feedback control amount determination module 302, and a torque request sending module 303.
[0068] The slip determination module is used to obtain the current vehicle speed and wheel speed of the controlled vehicle, and determine the current slip of the controlled vehicle based on the vehicle speed and wheel speed.
[0069] The feedback control quantity determination module is used to determine the proportional control quantity and integral control quantity of the feedback control based on the current slip quantity, the slip quantity of the previous cycle, and the preset target slip quantity when the current slip quantity is less than the preset torque drag control exit threshold.
[0070] The torque request sending module is used to determine the torque request based on the proportional control quantity and the integral control quantity, and send the torque request to the electronic control system of the controlled vehicle to control the vehicle slippage during the torque drag control exit process.
[0071] Furthermore, the slip determination module includes:
[0072] The slip determination unit is used to determine the difference between wheel speed and vehicle speed, and to determine the difference as the current slip of the controlled vehicle.
[0073] Furthermore, the feedback control quantity determination module includes:
[0074] The gradient and deviation determination unit is used to determine the slip gradient based on the current slip amount and the slip amount of the previous cycle, and to determine the slip control deviation based on the current slip amount and the preset target slip amount.
[0075] The target control state determination unit is used to determine the current target control state of the controlled vehicle based on the slip gradient, slip control deviation, and the current slip.
[0076] The target feedback control strategy determination unit is used to determine the target feedback control strategy corresponding to the target control state based on the preset mapping relationship between the control state and the feedback control strategy.
[0077] The control quantity determination unit is used to determine the proportional control quantity and integral control quantity of the feedback control based on the target feedback control strategy.
[0078] Furthermore, the target control state determination unit includes:
[0079] The first determining subunit is used to determine the target control state of the controlled vehicle as the first control state if the slip gradient is greater than or equal to a preset slip gradient threshold, the slip control deviation is less than a preset target slip, and the current slip has not been continuously less than or equal to a preset torque rapid recovery threshold within a preset time length.
[0080] The second determining subunit is used to determine the target control state of the controlled vehicle as the second control state if the slip gradient is greater than or equal to the preset slip gradient threshold and the slip control deviation is greater than or equal to the preset target slip.
[0081] The third determining subunit is used to determine the target control state of the controlled vehicle as the third control state if the current slip amount is continuously less than or equal to the preset torque rapid recovery threshold within a preset time length.
[0082] The fourth determining subunit is used to determine the target control state of the controlled vehicle as the fourth control state if the target control state cannot be determined as the first control state, the second control state, or the third control state.
[0083] Furthermore, the device also includes:
[0084] The first state exit module is used to exit the first control state if the slip gradient is less than the sum of the preset slip gradient threshold and the first preset offset, or if the slip control deviation is greater than or equal to the preset target slip.
[0085] The second state exit module is used to exit the second control state if the slip gradient is less than the sum of the preset slip gradient threshold and the first preset offset, and the slip control deviation is less than the sum of the preset target slip and the second preset offset.
[0086] The third-state exit module is used to exit the third control state if the current slip amount is greater than the sum of the torque fast recovery threshold and the third preset offset.
[0087] Furthermore, the control quantity determination unit includes:
[0088] The first control quantity determination subunit is used to determine the proportional control quantity based on the first formula and the integral control quantity based on the second formula if the target feedback control strategy is the feedback control strategy corresponding to the first control state.
[0089] The first formula is: PI_I = Ki * vErr * Drag_systemGain * Drag_Factor1, where PI_I is the proportional control quantity, Ki is the preset proportional coefficient, vErr is the slip control deviation, Drag_systemGain is the preset system gain, and Drag_Factor1 is the preset attenuation value corresponding to the slip gradient.
[0090] The second formula is: PI_P=Kp*vErr*Drag_systemGain*Drag_Factor1, where PI_P is the integral control quantity, Kp is the preset integral coefficient, vErr is the slip control deviation, Drag_systemGain is the preset system gain, and Drag_Factor1 is the preset attenuation value corresponding to the slip gradient.
[0091] The second control quantity determination subunit is used to determine the proportional control quantity based on the third formula and the integral control quantity based on the fourth formula if the target feedback strategy is the feedback control strategy corresponding to the second control state.
[0092] The third formula is: PI_I = Ki * vErr * Drag_systemGain * Drag_Factor2, where PI_I is the proportional control value, Ki is the preset proportional coefficient, vErr is the slip control deviation, Drag_systemGain is the preset system gain, and Drag_Factor2 is the preset enhancement value.
[0093] The fourth formula is: PI_P = Kp * vErr * Drag_systemGain * Drag_Factor2, where PI_P is the integral control quantity, Kp is the preset integral coefficient, vErr is the slip control deviation, Drag_systemGain is the preset system gain, and Drag_Factor2 is the preset enhancement value.
[0094] The third control quantity determination subunit is used to determine the proportional control quantity based on the fifth formula and the integral control quantity based on the sixth formula if the target feedback strategy is the feedback control strategy corresponding to the third control state.
[0095] The fifth formula is: PI_I = Ki_Recover * vErr * Drag_systemGain, where PI_I is the proportional control quantity, Ki_Recover is the torque recovery rate corresponding to the vehicle speed deceleration, vErr is the slip control deviation, and Drag_systemGain is the preset system gain.
[0096] The sixth formula is: PI_P = Kp * vErr * Drag_systemGain, where PI_P is the integral control quantity, Kp is the preset integral coefficient, vErr is the slip control deviation, and Drag_systemGain is the preset system gain.
[0097] The fourth control quantity determination subunit is used to determine the proportional control quantity based on the seventh formula and the integral control quantity based on the sixth formula if the target feedback strategy is the feedback control strategy corresponding to the fourth control state.
[0098] The seventh formula is: PI_I = Ki * vErr * Drag_systemGain, where PI_I is the proportional control quantity, Ki is the preset proportional coefficient, vErr is the slip control deviation, and Drag_systemGain is the preset system gain.
[0099] Furthermore, the torque request sending module includes:
[0100] The torque request determination unit is used to determine the sum of the proportional control quantity and the integral control quantity as the torque request.
[0101] Example 3
[0102] Figure 4 This is a schematic diagram of the structure of an electronic device provided in Embodiment 3 of this application, as shown below. Figure 4 As shown, the electronic device includes a processor 410, a memory 420, an input device 430, and an output device 440; the number of processors 410 in the electronic device can be one or more. Figure 4 Taking a processor 410 as an example; the processor 410, memory 420, input device 430, and output device 440 in the electronic device can be connected via a bus or other means. Figure 4 Taking the example of a connection between China and Israel via a bus.
[0103] The memory 420, as a computer-readable storage medium, can be used to store software programs, computer-executable programs, and modules, such as the program instructions / modules corresponding to the torque drag control exit method in this embodiment of the invention. The processor 410 executes various functional applications and data processing of the electronic device by running the software programs, instructions, and modules stored in the memory 420, thereby implementing the aforementioned torque drag control exit method.
[0104] Obtain the current vehicle speed and wheel speed of the controlled vehicle, and determine the current slip of the controlled vehicle based on the vehicle speed and wheel speed;
[0105] If the current slip amount is less than the preset torque drag control exit threshold, the proportional control amount and integral control amount of the feedback control are determined based on the current slip amount, the slip amount of the previous cycle, and the preset target slip amount.
[0106] The torque request is determined based on the proportional control quantity and the integral control quantity, and the torque request is sent to the electronic control system of the controlled vehicle to control the vehicle slip during the torque drag control exit process.
[0107] The memory 420 may primarily include a program storage area and a data storage area. The program storage area may store the operating system and at least one application program required for a given function; the data storage area may store data created based on terminal usage. Furthermore, the memory 420 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some instances, the memory 420 may further include memory remotely located relative to the processor 410, which can be connected to the electronic device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.
[0108] Example 4
[0109] Embodiment 4 of this application also provides a storage medium containing computer-executable instructions, which, when executed by a computer processor, are used to perform a torque drag control exit method, the method comprising:
[0110] Obtain the current vehicle speed and wheel speed of the controlled vehicle, and determine the current slip of the controlled vehicle based on the vehicle speed and wheel speed;
[0111] If the current slip amount is less than the preset torque drag control exit threshold, the proportional control amount and integral control amount of the feedback control are determined based on the current slip amount, the slip amount of the previous cycle, and the preset target slip amount.
[0112] The torque request is determined based on the proportional control quantity and the integral control quantity, and the torque request is sent to the electronic control system of the controlled vehicle to control the vehicle slip during the torque drag control exit process.
[0113] Of course, the computer-executable instructions provided in the embodiments of this application are not limited to the above-described method operations, but can also execute related operations in the torque drag control exit method provided in any embodiment of this application.
[0114] Based on the above description of the implementation methods, those skilled in the art can clearly understand that this application can be implemented using software and necessary general-purpose hardware, and of course, it can also be implemented using hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as a computer floppy disk, read-only memory (ROM), random access memory (RAM), flash memory, hard disk, or optical disk, etc., including several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods of the various embodiments of this application.
[0115] It is worth noting that in the embodiments of the search device described above, the various units and modules included are only divided according to functional logic, but are not limited to the above division, as long as the corresponding functions can be achieved; in addition, the specific names of each functional unit are only for easy differentiation and are not used to limit the scope of protection of this application.
[0116] Note that the above description is merely a preferred embodiment and the technical principles employed in this application. Those skilled in the art will understand that this application is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of this application. Therefore, although this application has been described in detail through the above embodiments, this application is not limited to the above embodiments. Many other equivalent embodiments may be included without departing from the concept of this application, and the scope of this application is determined by the scope of the appended claims.
Claims
1. A torque-driven drag-control exit method, characterized in that, The method includes: The current vehicle speed and wheel speed of the controlled vehicle are obtained, and the current slip amount of the controlled vehicle is determined based on the vehicle speed and wheel speed; If the current slip amount is less than a preset torque drag control exit threshold, a slip amount gradient is determined based on the current slip amount and the slip amount of the previous cycle; a slip amount control deviation is determined based on the current slip amount and a preset target slip amount; the target control state of the controlled vehicle is determined based on the slip amount gradient, the slip amount control deviation, and the current slip amount; a target feedback control strategy corresponding to the target control state is determined based on a preset mapping relationship between control states and feedback control strategies; and the proportional control quantity and integral control quantity of the feedback control are determined based on the target feedback control strategy. The torque request is determined based on the proportional control quantity and the integral control quantity, and the torque request is sent to the electronic control system of the controlled vehicle to control the vehicle slippage during the torque drag control exit process.
2. The method according to claim 1, characterized in that, Determining the current slip of the controlled vehicle based on the vehicle speed and the wheel speed includes: The difference between the wheel speed and the vehicle speed is determined, and the difference is determined as the current slip of the controlled vehicle.
3. The method according to claim 1, characterized in that, Determining the target control state of the controlled vehicle based on the slip gradient, the slip control deviation, and the current slip includes: If the slip gradient is greater than or equal to a preset slip gradient threshold, and the slip control deviation is less than the preset target slip, and the current slip does not remain less than or equal to a preset torque rapid recovery threshold within a preset time period, the target control state of the controlled vehicle is determined to be the first control state. If the slip gradient is greater than or equal to a preset slip gradient threshold, and the slip control deviation is greater than or equal to the preset target slip, the target control state of the controlled vehicle is determined to be the second control state. If the current slip amount is continuously less than or equal to the preset torque rapid recovery threshold within a preset time length, the target control state of the controlled vehicle is determined to be the third control state. If the target control state cannot be determined as the first control state, the second control state, or the third control state, then the target control state of the controlled vehicle is determined to be the fourth control state.
4. The method according to claim 3, characterized in that, The method further includes: If the slip gradient is less than the sum of the preset slip gradient threshold and the first preset offset, or if the slip control deviation is greater than or equal to the preset target slip, exit the first control state; If the slip gradient is less than the sum of the preset slip gradient threshold and the first preset offset, and the slip control deviation is less than the sum of the preset target slip and the second preset offset, exit the second control state; If the current slip is greater than the sum of the torque fast recovery threshold and the third preset offset, exit the third control state.
5. The method according to claim 1, characterized in that, The determination of the proportional control quantity and integral control quantity of the feedback control based on the target feedback control strategy includes: If the target feedback control strategy is the feedback control strategy corresponding to the first control state, the proportional control quantity is determined based on the first formula, and the integral control quantity is determined based on the second formula. The first formula is: PI_I=Ki*vErr*Drag_systemGain*Drag_Factor1, where PI_I is the proportional control quantity, Ki is the preset proportional coefficient, vErr is the slip control deviation, Drag_systemGain is the preset system gain, and Drag_Factor1 is the preset attenuation value corresponding to the slip gradient; The second formula is: PI_P = Kp * vErr * Drag_systemGain * Drag_Factor1, where PI_P is the integral control quantity, Kp is the preset integral coefficient, vErr is the slip control deviation, Drag_systemGain is the preset system gain, and Drag_Factor1 is the preset attenuation value corresponding to the slip gradient. If the target feedback control strategy is the feedback control strategy corresponding to the second control state, the proportional control quantity is determined based on the third formula, and the integral control quantity is determined based on the fourth formula. The third formula is: PI_I=Ki*vErr* Drag_systemGain*Drag_Factor2, where PI_I is the proportional control amount, Ki is the preset proportional coefficient, vErr is the slip control deviation, Drag_systemGain is the preset system gain, and Drag_Factor2 is the preset enhancement value; The fourth formula is: PI_P = Kp * vErr * Drag_systemGain * Drag_Factor2, where PI_P is the integral control quantity, Kp is the preset integral coefficient, vErr is the slip control deviation, Drag_systemGain is the preset system gain, and Drag_Factor2 is the preset enhancement value. If the target feedback control strategy is the feedback control strategy corresponding to the third control state, the proportional control quantity is determined based on the fifth formula, and the integral control quantity is determined based on the sixth formula. The fifth formula is: PI_I = Ki_Recover * vErr * Drag_systemGain, where PI_I is the proportional control quantity, Ki_Recover is the torque recovery rate corresponding to the deceleration of the vehicle speed, vErr is the slip control deviation, and Drag_systemGain is the preset system gain. The sixth formula is: PI_P = Kp * vErr * Drag_systemGain, where PI_P is the integral control quantity, Kp is the preset integral coefficient, vErr is the slip control deviation, and Drag_systemGain is the preset system gain. If the target feedback control strategy is the feedback control strategy corresponding to the fourth control state, the proportional control quantity is determined based on the seventh formula, and the integral control quantity is determined based on the sixth formula. The seventh formula is: PI_I = Ki * vErr * Drag_systemGain, where PI_I is the proportional control quantity, Ki is the preset proportional coefficient, vErr is the slip control deviation, and Drag_systemGain is the preset system gain.
6. The method according to claim 1, characterized in that, Determining the torque request based on the proportional control quantity and the integral control quantity includes: The sum of the proportional control quantity and the integral control quantity is determined as the torque request.
7. A torque-driven drag-control exit device, characterized in that, The device includes: The slip amount determination module is used to acquire the current vehicle speed and wheel speed of the controlled vehicle, and determine the current slip amount of the controlled vehicle based on the vehicle speed and the wheel speed; The feedback control quantity determination module is used to: determine a slip quantity gradient based on the current slip quantity and the slip quantity of the previous cycle when the current slip quantity is less than a preset torque drag control exit threshold; determine a slip quantity control deviation based on the current slip quantity and a preset target slip quantity; determine the target control state of the controlled vehicle based on the slip quantity gradient, the slip quantity control deviation, and the current slip quantity; determine the target feedback control strategy corresponding to the target control state based on a preset mapping relationship between control states and feedback control strategies; and determine the proportional control quantity and integral control quantity of the feedback control based on the target feedback control strategy. The torque request sending module is used to determine the torque request based on the proportional control quantity and the integral control quantity, and send the torque request to the electronic control system of the controlled vehicle to control the vehicle slippage during the torque drag control exit process.
8. An electronic device, characterized in that, include: One or more processors; Storage device for storing one or more programs. When the one or more programs are executed by the one or more processors, the one or more processors implement the torque drag control exit method as described in any one of claims 1-6.
9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the torque drag control exit method as described in any one of claims 1-6.