Electric vehicle control method, control device, electric vehicle, and storage medium

Abstract

This application discloses an electric vehicle control method, control device, electric vehicle, and storage medium. The electric vehicle control method includes: acquiring parking information of the electric vehicle; when it is determined from the parking information that the electric vehicle is in a parking start state, determining the target torque of the electric vehicle's drive motor, where the parking start state indicates that the electric vehicle's drive motor is in a torque zero-crossing state, and the target torque is less than a preset zero-crossing torque, where the preset zero-crossing torque indicates a torque threshold that causes jerking in the drive motor during the parking start state; and controlling the electric vehicle to park based on the target torque. This method enables the electric vehicle to park based on the target torque when it is in a parking start state, avoiding jerking caused by rapid torque changes when the drive motor is in a torque zero-crossing state, and increasing the parking stability of the electric vehicle during the APA process.

Description

Technical Field

[0001] This application belongs to the field of automatic parking technology, and particularly relates to an electric vehicle control method, control device, electric vehicle and storage medium. Background Technology

[0002] With the development of the automotive industry, vehicles are increasingly involved in our daily lives and work, facing a wide variety of scenarios and needs. Intelligent vehicle services are becoming an increasingly important highlight and selling point for vehicles. Among them, Auto Parking Assistant (APA) is an intelligent function service designed to serve users.

[0003] The APA process refers to the process by which the electric vehicle's control system automatically controls the electric vehicle's steering, braking, power, gear shifting, and parking based on the parking space location information sensed by onboard sensors, so as to automatically park the electric vehicle in the parking space.

[0004] During APA (Automatic Parking Assist) operation, the drive motor propels the electric vehicle forward to the furthest trajectory position from the parking location (i.e., the parking trajectory replanning position), then drives the electric vehicle to reverse to the parking position. At the parking trajectory replanning position, the drive motor switches from positive torque to negative torque, resulting in a torque zero-crossing condition. However, if the torque change from positive to negative torque is too rapid, the torque zero-crossing can easily cause jerking, leading to poor parking stability of the electric vehicle during APA. Summary of the Invention

[0005] In view of the above, embodiments of this application provide an electric vehicle control method, control device, electric vehicle, and storage medium to overcome or at least partially solve the problems of the prior art.

[0006] In a first aspect, embodiments of this application provide an electric vehicle control method, comprising: acquiring parking information of the electric vehicle; when it is determined from the parking information that the electric vehicle is in a parking start state, determining a target torque of the electric vehicle's drive motor, wherein the parking start state is used to characterize that the electric vehicle's drive motor is in a torque zero-crossing state, the target torque is less than a preset zero-crossing torque, and the preset zero-crossing torque is used to characterize the torque threshold at which the drive motor produces a jerking motion in the parking start state; and controlling the electric vehicle to park according to the target torque.

[0007] In some optional embodiments, after controlling the electric vehicle to park based on the target torque, the electric vehicle control method further includes: obtaining the current output torque of the drive motor; when the current output torque is greater than or equal to a preset torque threshold, obtaining the first target acceleration of the electric vehicle; and controlling the electric vehicle to park based on the first target acceleration.

[0008] In some optional embodiments, the electric vehicle control method further includes: when it is determined from parking information that the electric vehicle is not in a parking start state, obtaining a second target acceleration of the electric vehicle; and controlling the electric vehicle to park based on the second target acceleration.

[0009] In some optional embodiments, the parking information includes: the parking request location; obtaining the parking information of the electric vehicle includes: obtaining the parking request location of the electric vehicle; and determining whether the electric vehicle is in a parking start state based on the parking request location.

[0010] In some optional embodiments, parking information includes: parking speed; obtaining parking information of the electric vehicle includes: obtaining the parking speed of the electric vehicle; determining whether the electric vehicle is in a parking start state based on the parking speed.

[0011] In some optional embodiments, parking information includes: parking braking force; obtaining parking information of the electric vehicle includes: obtaining the parking braking force of the electric vehicle; determining whether the electric vehicle is in a parking start state based on the parking braking force.

[0012] In some optional embodiments, controlling the electric vehicle to park based on the target torque includes: obtaining the torque filtering coefficient of the drive motor; and controlling the electric vehicle to park based on the target torque and the torque filtering coefficient.

[0013] Secondly, embodiments of this application provide an electric vehicle control device, including an information acquisition module, a determination module, and a torque parking control module. The information acquisition module is used to acquire parking information of the electric vehicle; the determination module is used to determine the target torque of the electric vehicle's drive motor when the electric vehicle is determined to be in a parking start-up state based on the parking information. The parking start-up state indicates that the electric vehicle's drive motor is in a torque zero-crossing state, and the target torque is less than a preset zero-crossing torque. The preset zero-crossing torque indicates the torque threshold at which the drive motor produces a jerking motion in the parking start-up state; the torque parking control module is used to control the electric vehicle to park according to the target torque.

[0014] Thirdly, embodiments of this application provide an electric vehicle, including a memory; one or more processors coupled to the memory; and one or more application programs, wherein the one or more application programs are stored in the memory and configured to be executed by the one or more processors, and the one or more application programs are configured to perform the electric vehicle control method as provided in the first aspect above.

[0015] Fourthly, embodiments of this application provide a computer-readable storage medium storing program code, which can be called by a processor to execute the electric vehicle control method provided in the first aspect above.

[0016] Fifthly, embodiments of this application provide a computer program product that, when run on a computer device, causes an electric vehicle to perform the electric vehicle control method provided in the first aspect above.

[0017] The solution provided in this application obtains parking information of an electric vehicle and, when it is determined that the electric vehicle is in a parking start-up state based on the parking information, determines the target torque of the electric vehicle's drive motor. The parking start-up state is used to characterize that the electric vehicle's drive motor is in a torque zero-crossing state. The target torque is less than a preset zero-crossing torque, which is used to characterize the torque threshold at which the drive motor will cause jerking in the parking start-up state. By controlling the electric vehicle to park based on the target torque, the solution achieves parking control of the electric vehicle based on the target torque when the electric vehicle is in a parking start-up state. This avoids jerking caused by too rapid torque changes when the drive motor is in a torque zero-crossing state, and increases the parking stability of the electric vehicle during the APA process. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This illustration shows a scenario diagram of an electric vehicle control system provided in an embodiment of this application.

[0020] Figure 2 It shows Figure 1 The diagram shows a functional block diagram of an electric vehicle in an electric vehicle control system.

[0021] Figure 3 A schematic flowchart of an electric vehicle control method provided in an embodiment of this application is shown.

[0022] Figure 4 This paper illustrates another flowchart of the electric vehicle control method provided in an embodiment of this application.

[0023] Figure 5 A structural block diagram of an electric vehicle control device provided in an embodiment of this application is shown.

[0024] Figure 6A functional block diagram of an electric vehicle provided in an embodiment of this application is shown.

[0025] Figure 7 This application illustrates a computer-readable storage medium for storing or carrying program code that implements an electric vehicle control method according to an embodiment of this application.

[0026] Figure 8 This application illustrates a computer program product for storing or carrying program code that implements the parking control method provided in the embodiments of this application. Detailed Implementation

[0027] To make the inventive objectives, features, and advantages of this application more apparent and understandable, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0028] It should be understood that, when used in this specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0029] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of the application. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0030] It should also be further understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0031] As used in this specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrases "if determined" or "if [described condition or event] is detected" may be interpreted, depending on the context, as "once determined," "in response to determination," "once [described condition or event] is detected," or "in response to detection of [described condition or event]."

[0032] Furthermore, in the description of this application, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0033] Environmental and energy shortages have spurred the rapid development of electric vehicles, catering to diverse scenarios and needs. Intelligent vehicle services are becoming an increasingly important highlight and selling point. Among these, Auto Parking Assistant (APA) is an intelligent function designed to serve users.

[0034] The APA process refers to the process by which the electric vehicle's control system automatically controls the electric vehicle's steering, braking, power, gear shifting, and parking based on the parking space location information sensed by onboard sensors, so as to automatically park the electric vehicle in the parking space.

[0035] During APA (Automatic Parking Assist) operation, the drive motor propels the electric vehicle forward to the furthest trajectory position from the parking location (i.e., the parking trajectory replanning position), then drives the electric vehicle to reverse to the parking position. At the parking trajectory replanning position, the drive motor switches from positive torque to negative torque, resulting in a torque zero-crossing condition. However, if the torque change from positive to negative torque is too rapid, the torque zero-crossing can easily cause jerking, leading to poor parking stability of the electric vehicle during APA.

[0036] To address the aforementioned problems, the inventors, after extensive research, have proposed an electric vehicle control method, control device, electric vehicle, and storage medium as provided in this application. The electric vehicle control method includes acquiring parking information of the electric vehicle, and when it is determined that the electric vehicle is in a parking start state based on the parking information, determining the target torque of the electric vehicle's drive motor. The parking start state is used to characterize that the electric vehicle's drive motor is in a torque zero-crossing state. The target torque is less than a preset zero-crossing torque, which is used to characterize the torque threshold at which the drive motor will experience jerking in the parking start state. The method also controls the electric vehicle to park based on the target torque. This achieves the goal of controlling the electric vehicle to park based on the target torque when it is in a parking start state, avoiding jerking caused by rapid torque changes when the drive motor is in a torque zero-crossing state, and increasing the parking stability of the electric vehicle during the APA process.

[0037] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0038] Please see Figure 1This illustration shows an application scenario diagram of the electric vehicle control system provided in the embodiments of this application. It may include an electric vehicle 100, which may include a frame 110, a parking controller 120, a brake controller 130, a power controller 140, and a drive motor 150. The parking controller 120, brake controller 130, power controller 140, and drive motor 150 may be mounted on the frame 110, and the frame 110 may provide mounting support for the parking controller 120, brake controller 130, power controller 140, and drive motor 150.

[0039] Electric vehicle 100 can be a pure electric vehicle (BEV), a hybrid electric vehicle (HEV), or a fuel cell electric vehicle (FCEV), etc. The type of electric vehicle 100 is not limited here and can be set according to actual needs.

[0040] The brake controller 130 is communicatively connected to the parking controller 120 and the power controller 140, and exchanges data with them. The power controller 140 is also communicatively connected to the drive motor 150, and exchanges data with it.

[0041] The parking controller 120 is used to send vehicle control commands to the brake controller 130; the brake controller 130 is used to receive the vehicle control commands sent by the parking controller 120, and send the corresponding torque request to the power controller 140 according to the received vehicle control commands; the power controller 140 is used to receive the torque request sent by the brake controller 130, and control the drive motor 150 to output the target torque according to the received torque request.

[0042] Among them, the vehicle control command can be a vehicle acceleration command or a vehicle deceleration command, etc.; the torque request can be a positive torque request corresponding to the vehicle acceleration command or a negative torque request corresponding to the vehicle deceleration command; the target torque can be the positive torque corresponding to the positive torque request or the negative torque corresponding to the negative torque request.

[0043] The drive motor 150 can be a DC motor, an AC asynchronous motor, a permanent magnet motor, or a switched reluctance motor, etc. The type of drive motor 150 is not limited here, and can be set according to actual needs.

[0044] As an example, drive motor 150 is a permanent magnet synchronous motor, which has a rotor and a stator. The rotor contains permanent magnets that generate a stable magnetic field, which rotates as the rotor rotates. The stator has windings that generate an excitation magnetic field when current flows through them. For example, when alternating current flows through the windings, they generate a rotating excitation magnetic field.

[0045] When a permanent magnet synchronous motor (PMSM) is operating, the stator rotates, driving the rotor to rotate (stator in front, rotor behind). The PMSM outputs positive torque, and the motor is in drive mode, causing the electric vehicle 100 to accelerate. When the stator stops rotating, the rotor, due to inertia, continues to rotate, driving the stator to rotate. The rotor's rotation gradually slows down due to the stator's drag, eventually stopping. In this case, the PMSM outputs negative torque, and energy is recovered, putting the electric vehicle 100 in energy recovery mode. The torque of the PMSM, calculated by multiplying the force exerted by the stator on the rotor by the radius of the PMSM, represents the energy recovery intensity of the PMSM.

[0046] In some embodiments, the electric vehicle 100 may further include a hydraulic brake, which may be mounted on a frame 110, and the frame 110 may provide mounting support for the hydraulic brake. The hydraulic brake is communicatively connected to and interacts with a brake controller 130.

[0047] The vehicle control command is a vehicle deceleration command. The brake controller 130 can also be used to send a corresponding hydraulic request to the hydraulic controller based on the received vehicle deceleration command. The hydraulic controller can be used to receive the hydraulic request sent by the brake controller 130 and output the corresponding hydraulic braking force based on the received hydraulic request.

[0048] In some embodiments, the electric vehicle 100 may further include a sensing sensor, which can be mounted on a frame 110, providing mounting support for the sensing sensor. The sensing sensor is communicatively connected to the parking controller 120 and interacts with the parking controller for data exchange.

[0049] The sensing sensor is used to sense environmental information about the environment in which the electric vehicle 100 is located, and sends the sensed environmental information to the parking controller 120. The parking controller 120 can also receive the environmental information sent by the sensing sensor and send corresponding vehicle control commands to the brake controller 130 according to the environmental information.

[0050] The environmental information can be at least one of obstacle information, vehicle position, or parking distance; the sensing sensor can be at least one of ultrasonic sensor and / or visual sensor; the type of environmental information and the type of sensing sensor are not limited here, and can be set according to actual needs.

[0051] Ultrasonic sensors can be used to detect obstacles around electric vehicles based on received reflected ultrasonic signals. The reflected ultrasonic signals are formed when the emitted ultrasonic signals sent by the ultrasonic sensor are reflected by the obstacles. Ultrasonic sensors can include piezoelectric ultrasonic sensors and magnetostrictive ultrasonic sensors, etc. The type of ultrasonic sensor is not limited here, and can be set according to actual needs.

[0052] Visual sensors can be used to capture images of obstacles. Visual sensors can be front-facing cameras mounted at the front of the vehicle or rear-facing cameras mounted at the rear of the vehicle. The type of visual sensor is not limited here, and the specific settings can be configured according to actual needs.

[0053] Obstacles can be at least one of the following: vehicles, limit switches, bollards, traffic cones, ground locks, pedestrians, bicycles, or guardrails, without limitation here.

[0054] In one application scenario, such as Figure 2 As shown, a functional block diagram of an electric vehicle 100 is illustrated. The electric vehicle 100 may include a sensing sensor, a parking controller 120, a braking controller 130, a power controller 140, a drive motor 150, and a hydraulic controller.

[0055] During the APA process of an electric vehicle, the sensing sensor senses the environmental information of the environment in which the electric vehicle 100 is located and sends the sensed environmental information to the parking controller 120. The parking controller 120 receives and responds to the environmental information and sends the corresponding vehicle control command to the brake controller 130 and sends a hydraulic request to the hydraulic controller. The brake controller 130 receives and responds to the vehicle control command and sends the corresponding torque request to the power controller 140. The power controller 140 receives and responds to the torque request and controls the drive motor 150 to output the target torque. The hydraulic controller receives and responds to the hydraulic request and outputs the corresponding hydraulic braking force.

[0056] Please see Figure 3 This document illustrates a flowchart of an electric vehicle control method according to an embodiment of this application. In specific embodiments, the electric vehicle control method can be applied to, for example... Figure 1 The brake controller 130 in the electric vehicle control system shown below will be used as an example to explain... Figure 3The process shown is described in detail. The electric vehicle control method may include the following steps S110 to S130.

[0057] Step S110: Obtain parking information for the electric vehicle.

[0058] In this embodiment of the application, during the APA process of the electric vehicle, the brake controller can acquire the parking information of the electric vehicle and determine whether the electric vehicle is in a parking start state based on the parking information. The parking information can be at least one of the following: parking request location, parking speed, or parking braking force, etc., and is not limited here.

[0059] During the APA process, the electric vehicle's state can include parking start state and dynamic vehicle control state. The parking start state can be used to indicate that the electric vehicle's drive motor is in a torque zero-crossing state. The vehicle trajectory position corresponding to the parking start state is the parking trajectory replanning position. That is, when the electric vehicle is in the parking start state, the drive motor switches from a positive torque state to a negative torque state. The dynamic vehicle control state can be used to indicate that the electric vehicle's drive motor is in a non-torque zero-crossing state. That is, the torque state of the electric vehicle does not change in this state.

[0060] In some implementations, the parking information is the parking request location. During the APA process of an electric vehicle, when the brake controller receives the vehicle control command sent by the parking controller, it can obtain the parking request location of the electric vehicle and determine whether the electric vehicle is in a parking start state based on the parking request location.

[0061] When the parking request location is a parking trajectory replanning location, it is determined that the electric vehicle is in the parking start state. The parking trajectory replanning location can be used to represent the intersection of multiple parking trajectories. One parking trajectory corresponds to one driving state, which can be forward driving state or reverse driving state, etc. When the parking request location is not a parking trajectory replanning location, it is determined that the electric vehicle is not in the parking start state.

[0062] Specifically, the electric vehicle may also include a positioning unit, which can be mounted on the vehicle frame, and the vehicle frame can provide mounting support for the positioning unit. The positioning unit is communicatively connected to the brake controller and interacts with the brake controller for data exchange. The positioning unit can be used to obtain the positioning information of the electric vehicle.

[0063] During the APA process of an electric vehicle, when the brake controller receives the vehicle control command sent by the parking controller, it can send a first acquisition command to the positioning unit. The positioning unit receives and responds to the first acquisition command, acquires the positioning information of the electric vehicle, obtains the parking request location, and sends the parking request location to the brake controller. The brake controller receives the parking request location returned by the positioning unit and determines whether the electric vehicle is in the parking start state based on the parking request location.

[0064] The positioning unit can be a BeiDou Navigation Satellite System (BDS) unit, a Global Positioning System (GPS) unit, a GLONASS (Global Navigation Satellite System) unit, or a Galileo Satellite Navigation System (GSNS) unit, etc.

[0065] In some implementations, parking information is parking speed. During the APA process of an electric vehicle, when the brake controller receives the vehicle control command sent by the parking controller, it can obtain the parking speed of the electric vehicle and determine whether the electric vehicle is in a parking start state based on the parking speed.

[0066] When the parking speed is less than the preset speed threshold, the electric vehicle is determined to be in a parking start state; when the parking speed is greater than or equal to the preset speed threshold, the electric vehicle is determined not to be in a parking start state.

[0067] The preset vehicle speed threshold can be a vehicle speed value set by the user in advance, or a vehicle speed value automatically generated by the brake controller based on multiple parking control processes, etc. There is no limitation here, and it can be set according to actual needs.

[0068] Specifically, electric vehicles may also include a vehicle speed sensor, which can be mounted on the vehicle frame, providing mounting support. The vehicle speed sensor is communicatively connected to the brake controller and interacts with it, enabling it to collect the vehicle's speed.

[0069] During the APA process of an electric vehicle, when the brake controller receives the vehicle control command sent by the parking controller, it can send a second acquisition command to the vehicle speed sensor. The vehicle speed sensor receives and responds to the second acquisition command, collects the parking speed of the electric vehicle, and sends the collected parking speed to the brake controller. The brake controller receives the parking speed returned by the vehicle speed sensor and determines whether the electric vehicle is in a parking start state based on the parking speed.

[0070] The vehicle speed sensor can be a magnetoelectric vehicle speed sensor, a Hall effect vehicle speed sensor, or a photoelectric vehicle speed sensor, etc. The type of vehicle speed sensor is not limited here, and can be set according to actual needs.

[0071] In some implementations, parking information is parking braking force. During the APA process of an electric vehicle, when the brake controller receives the vehicle control command sent by the parking controller, it can obtain the parking braking force of the electric vehicle and determine whether the electric vehicle is in a parking start state based on the parking braking force.

[0072] When the parking braking force is less than the preset braking force threshold, the electric vehicle is determined to be in a parking start state; when the parking braking force is greater than or equal to the preset braking force threshold, the electric vehicle is determined not to be in a parking start state.

[0073] The preset braking force threshold can be a braking force value set by the user in advance, or a braking force value automatically generated by the brake controller based on multiple parking control processes, etc. There is no limitation here, and it can be set according to actual needs.

[0074] Specifically, the electric vehicle may also include a pressure sensor, which can be mounted on the vehicle frame, providing mounting support. The pressure sensor is communicatively connected to the brake controller and interacts with it, allowing it to collect data on the electric vehicle's braking force.

[0075] During the APA process of an electric vehicle, when the brake controller receives the vehicle control command sent by the parking controller, it can send a third acquisition command to the pressure sensor. The pressure sensor receives and responds to the third acquisition command, collects the parking braking force of the electric vehicle, and sends the collected parking braking force to the brake controller. The brake controller receives the parking braking force returned by the pressure sensor and determines whether the electric vehicle is in a parking start state based on the parking braking force.

[0076] The pressure sensor can be a strain gauge pressure sensor, a piezoresistive pressure sensor, a capacitive pressure sensor, or a piezoelectric pressure sensor, etc. The type of pressure sensor is not limited here, and can be set according to actual needs.

[0077] Step S120: When it is determined that the electric vehicle is in a parking start state based on the parking information, the target torque of the electric vehicle's drive motor is determined.

[0078] In this embodiment of the application, when the brake controller determines that the electric vehicle is in a parking start state based on the parking information, it can determine the target torque of the electric vehicle's drive motor. The target torque is less than the preset zero-crossing torque. The preset zero-crossing torque can be used to characterize the torque threshold at which the drive motor produces jerking in the parking start state.

[0079] Specifically, the target torque is the torque specified by the electric vehicle manufacturer at the time of manufacture, based on the motor identification code of the drive motor. When the brake controller determines that the electric vehicle is in a parking start-up state based on parking information, it can look up the target torque corresponding to the motor identification code in a preset torque table. This preset torque table represents the correspondence between the motor identification code and the target torque.

[0080] For example, the motor identification code can include motor A, motor B, and motor C, etc., and the target torque can include torque 1, torque 2, and torque 3, etc. The correspondence between the motor identification code and the target torque can be shown in Table 1, which is a preset torque table. Table 1 shows the target torque corresponding to different motor identification codes. The target torque corresponding to the motor identification code can be obtained according to this correspondence.

[0081] Table 1

[0082] Motor identification code Target torque Motor A Torque 1 Motor B Torque 2 Motor C Torque 3

[0083] It should be noted that the type of motor identification code, the type of target torque, and the correspondence between the motor identification code and the target torque are not limited to those shown in Table 1. They can be set according to actual needs.

[0084] Step S130: Control the electric vehicle to park according to the target torque.

[0085] In this embodiment, when the brake controller determines that the electric vehicle is in a parking start state based on the parking information, after determining the target torque of the electric vehicle's drive motor, it can control the electric vehicle to park based on the target torque. This achieves the goal of controlling the electric vehicle to park based on the target torque when the electric vehicle is in a parking start state, which avoids jerking caused by too rapid torque changes when the drive motor is in a torque zero-crossing state, and increases the parking stability of the electric vehicle during the APA process.

[0086] Specifically, when the brake controller determines that the electric vehicle is in a parking start state based on the parking information, after determining the target torque of the electric vehicle's drive motor, it can determine the requested torque of the drive motor based on the current output torque of the drive motor and the target torque, and send the requested torque to the power controller. The power controller receives the requested torque sent by the brake controller and controls the drive motor to park with the requested torque.

[0087] In some implementations, the electric vehicle may also include a hydraulic brake, and the power controller is pre-calibrated with an executable torque range based on the performance of the drive motor. When the brake controller determines that the electric vehicle is in a parking start state based on parking information, after determining the target torque of the electric vehicle's drive motor, it can determine the requested torque of the drive motor based on the current output torque of the drive motor and the target torque. When the torque range that the power controller can execute is less than the requested torque, the corresponding hydraulic braking force is determined based on the requested torque and the maximum executable torque of the power controller, and the requested torque is sent to the power controller, as well as a hydraulic request carrying the hydraulic braking force is sent to the hydraulic brake. The power controller receives the requested torque sent by the brake controller and controls the drive motor to park at the maximum executable torque. The hydraulic controller receives the hydraulic request sent by the brake controller and controls the electric vehicle to park based on the hydraulic braking force. This avoids the increased safety risk caused by the electric vehicle's untimely braking when the executable torque of the drive motor is less than the requested torque, thus reducing the safety risk of the electric vehicle during the APA process.

[0088] In some implementations, when the brake controller determines that the electric vehicle is in a parking start state based on parking information, after determining the target torque of the electric vehicle's drive motor, it can obtain the torque filtering coefficient of the drive motor and control the electric vehicle to park based on the target torque and the torque filtering coefficient. This achieves the goal of controlling the electric vehicle to park based on the target torque and the torque filtering coefficient when the electric vehicle is in a parking start state, which can avoid jerking caused by too rapid torque changes when the drive motor is in a torque zero-crossing state, and increase the parking stability of the electric vehicle during the APA process.

[0089] The torque filtering coefficient can be used to characterize the slope of torque change during the speed change process of an electric vehicle. The torque filtering coefficient is calibrated when the electric vehicle leaves the factory. When the torque filtering coefficient is small, the torque of the drive motor changes quickly, and when the torque filtering coefficient is large, the torque of the drive motor changes slowly.

[0090] In one application scenario, the target torque of an electric vehicle can be Tq. tar The torque filtering coefficient is α, and the output torque of the electric vehicle at time t-1 of the APA process is Tq. t-1 That is, at time t-1, the electric vehicle outputs torque Tq. t-1 Energy recovery can be performed based on the target torque Tq. tar The output torque Tq at time t-1 t-1 And the torque filter coefficient α, the output torque Tq at time t is calculated according to the following formula. t .

[0091] Tq t =α·Tq tar+(1-α)·Tq t-1 .

[0092] The electric vehicle outputs torque Tq at time t. t Energy recovery is carried out.

[0093] In some implementations, after the brake controller controls the electric vehicle to park according to the target torque, it can obtain the current output torque of the drive motor, and when the current output torque is greater than or equal to a preset torque threshold, obtain the first target acceleration of the electric vehicle, and control the electric vehicle to park according to the first target acceleration. The preset torque threshold can be used to characterize the torque value when the torque of the drive motor has crossed zero, thus realizing the control of the electric vehicle to park according to the first target acceleration when the drive motor is not in a state of torque crossing zero, thereby improving the parking experience of the electric vehicle.

[0094] Specifically, the electric vehicle may also include a sensing sensor, which can be used to sense the safe distance and target parking position of the electric vehicle. After the brake controller controls the electric vehicle to park according to the target torque, it can obtain the current output torque of the drive motor. When the current output torque is greater than or equal to a preset torque threshold, it can send a fourth acquisition command to the parking sensor. The parking sensor receives the fourth acquisition command and forwards it to the sensing sensor. The sensing sensor receives and responds to the fourth acquisition command, senses the first safe distance and the first target parking position of the electric vehicle, and sends the sensed first safe distance and the first target parking position to the parking controller. The parking controller receives the first safe distance and the first target parking position returned by the sensing sensor and forwards them to the brake controller. The brake controller receives the first safe distance and the first target parking position returned by the parking controller, and determines the first target acceleration of the electric vehicle based on the first safe distance and the first target parking position, and controls the electric vehicle to park based on the first target acceleration.

[0095] The solution provided in this embodiment obtains the parking information of the electric vehicle and, when it is determined that the electric vehicle is in a parking start state based on the parking information, determines the target torque of the electric vehicle's drive motor. The parking start state is used to characterize that the electric vehicle's drive motor is in a torque zero-crossing state. The target torque is less than a preset torque, which is used to characterize the torque threshold at which the drive motor will cause jerking in the parking start state. By controlling the electric vehicle to park based on the target torque, the solution achieves the goal of controlling the electric vehicle to park based on the target torque when the electric vehicle is in a parking start state. This avoids jerking caused by too rapid torque changes when the drive motor is in a torque zero-crossing state, and increases the parking stability of the electric vehicle during the APA process.

[0096] Please see Figure 4 This illustrates a flowchart of an electric vehicle control method provided in another embodiment of this application. In a specific embodiment, the electric vehicle control method can be applied to, for example... Figure 1 The brake controller 130 in the electric vehicle control system shown below will be used as an example to explain... Figure 4 The process shown is described in detail. The electric vehicle control method may include the following steps S210 to S230.

[0097] Step S210: Obtain parking information for the electric vehicle.

[0098] In this embodiment, step S210 can be referred to the corresponding steps in the previous embodiments, and will not be repeated here.

[0099] Step S220: When it is determined from the parking information that the electric vehicle is not in a parking start state, obtain the second target acceleration of the electric vehicle.

[0100] In this embodiment, when the brake controller determines that the electric vehicle is not in a parking start-up state based on parking information, it acquires the second target acceleration of the electric vehicle. Specifically, the electric vehicle may also include a sensing sensor. When the brake controller determines that the electric vehicle is not in a parking start-up state based on parking information, it can send a fifth acquisition command to the parking sensor. The parking sensor receives the fifth acquisition command and forwards it to the sensing sensor. The sensing sensor receives and responds to the fifth acquisition command, senses the second safe distance and the second target parking position of the electric vehicle, and sends the sensed second safe distance and the second target parking position to the parking controller. The parking controller receives the second safe distance and the second target parking position returned by the sensing sensor and forwards them to the brake controller. The brake controller receives the second safe distance and the second target parking position returned by the parking controller and determines the second target acceleration of the electric vehicle based on the second safe distance and the second target parking position.

[0101] Step S230: Control the electric vehicle to park according to the second target acceleration.

[0102] In this embodiment, when the brake controller determines that the electric vehicle is not in a parking start state based on the parking information, it obtains the second target acceleration of the electric vehicle and then controls the electric vehicle to park based on the second target acceleration. This realizes that when the drive motor is in a dynamic vehicle control state, the electric vehicle can be controlled to park based on the second target acceleration, thus improving the parking experience of the electric vehicle.

[0103] The solution provided in this embodiment obtains the parking information of the electric vehicle, and when it is determined from the parking information that the electric vehicle is not in the parking start state, obtains the second target acceleration of the electric vehicle, and controls the electric vehicle to park based on the second target acceleration. This achieves the goal of controlling the electric vehicle to park based on the second target acceleration when the drive motor is in a dynamic vehicle control state, thereby improving the parking experience of the electric vehicle.

[0104] Please see Figure 5 This illustrates an embodiment of an electric vehicle control device 300 provided in this application, which can be applied to, for example... Figure 1 The brake controller 130 in the electric vehicle control system shown below will be used as an example to explain... Figure 5 The electric vehicle control device 300 shown will be described in detail. The electric vehicle control device 300 may include an information acquisition module 310, a determination module 320, and a torque parking control module 330.

[0105] The information acquisition module 310 can be used to acquire parking information of the electric vehicle; the determination module 320 can be used to determine the target torque of the electric vehicle's drive motor when the electric vehicle is determined to be in a parking start state based on the parking information. The parking start state can be used to characterize that the electric vehicle's drive motor is in a torque zero-crossing state. The target torque is less than a preset torque. The preset torque can be used to characterize the torque threshold at which the drive motor produces a jerking motion in the parking start state; the torque parking control module 330 can be used to control the electric vehicle to park based on the target torque.

[0106] In some embodiments, the electric vehicle control device 300 may further include a torque acquisition module, a first acceleration acquisition module, and a first acceleration parking control module.

[0107] The torque acquisition module can be used to acquire the current output torque of the drive motor after the torque parking control module 330 controls the electric vehicle to park according to the target torque; the first acceleration acquisition module can be used to acquire the first target acceleration of the electric vehicle when the current output torque is greater than or equal to a preset torque threshold; the first acceleration parking control module can be used to control the electric vehicle to park according to the first target acceleration.

[0108] In some embodiments, the electric vehicle control device 300 may further include a second acceleration acquisition module and a second acceleration parking control module.

[0109] The second acceleration acquisition module can be used to acquire the second target acceleration of the electric vehicle when it is determined from parking information that the electric vehicle is not in a parking start state; the second acceleration parking control module can be used to control the electric vehicle to park based on the second target acceleration.

[0110] In some implementations, parking information may include: parking request location; the information acquisition module 310 may include a first acquisition unit and a first determination unit.

[0111] The first acquisition unit can be used to acquire the parking request location of the electric vehicle; the first determination unit can be used to determine whether the electric vehicle is in a parking start state based on the parking request location.

[0112] In some implementations, parking information may include: parking speed; the information acquisition module 310 may also include a second acquisition unit and a second determination unit.

[0113] The second acquisition unit can be used to acquire the parking speed of the electric vehicle; the second determination unit can be used to determine whether the electric vehicle is in a parking start state based on the parking speed.

[0114] In some implementations, parking information may include: parking braking force; the information acquisition module 310 may also include a third acquisition unit and a third determination unit.

[0115] The third acquisition unit can be used to acquire the parking braking force of the electric vehicle; the third determination unit can be used to determine whether the electric vehicle is in a parking start state based on the parking braking force.

[0116] In some implementations, the torque parking control module 330 may include a fourth acquisition unit and a control unit.

[0117] The fourth acquisition unit can be used to acquire the torque filtering coefficient of the drive motor; the control unit can be used to control the electric vehicle to park based on the target torque and the torque filtering coefficient.

[0118] The solution provided in this embodiment obtains the parking information of the electric vehicle and, when it is determined that the electric vehicle is in a parking start state based on the parking information, determines the target torque of the electric vehicle's drive motor. The parking start state is used to characterize that the electric vehicle's drive motor is in a torque zero-crossing state. The target torque is less than a preset torque, which is used to characterize the torque threshold at which the drive motor will cause jerking in the parking start state. By controlling the electric vehicle to park based on the target torque, the solution achieves the goal of controlling the electric vehicle to park based on the target torque when the electric vehicle is in a parking start state. This avoids jerking caused by too rapid torque changes when the drive motor is in a torque zero-crossing state, and increases the parking stability of the electric vehicle during the APA process.

[0119] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For device embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to in the descriptions of the method embodiments. Any processing method described in the method embodiments can be implemented in the device embodiments through corresponding processing modules, and will not be elaborated upon further in the device embodiments.

[0120] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0121] Please see Figure 6 The diagram illustrates a functional block diagram of an electric vehicle 400 provided in one embodiment of the present application. The electric vehicle 400 may include one or more components such as a memory 410, a processor 420, and one or more application programs. The one or more application programs may be stored in the memory 410 and configured to be executed by one or more processors 420. The one or more application programs are configured to perform the methods as described in the foregoing method embodiments.

[0122] The memory 410 may include random access memory (RAM) or read-only memory (ROM). The memory 410 can be used to store instructions, programs, code, code sets, or instruction sets. The memory 410 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as acquiring parking information, determining if the vehicle is in a parking start state, determining a target torque, being in a torque zero-crossing state, generating a jolt, controlling the electric vehicle to park, acquiring the current output torque, acquiring a first target acceleration, determining if the vehicle is not in a parking start state, acquiring a second target acceleration, acquiring the parking request location, determining if the vehicle is in a parking start state, acquiring vehicle speed, acquiring braking force, and acquiring torque filter coefficients, etc.), and instructions for implementing the various method embodiments described below. The storage data area can also store data created by the electric vehicle 400 during use (such as electric vehicle, parking information, parking start status, drive motor, target torque, torque zero crossing status, target torque less than preset torque, jerking, torque threshold, current output torque, preset torque threshold, first target acceleration, second target acceleration, parking request location, vehicle speed, braking force, and torque filtering coefficient).

[0123] Processor 420 may include one or more processing cores. Processor 420 connects to various parts within the electric vehicle 400 using various interfaces and lines, and performs various functions and processes data of the electric vehicle 400 by running or executing instructions, programs, code sets, or instruction sets stored in memory 410, and by calling data stored in memory 410. Optionally, processor 420 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). Processor 420 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into processor 420 and may be implemented separately using a communication chip.

[0124] Please refer to Figure 7 This diagram illustrates a structural block diagram of a computer-readable storage medium provided in an embodiment of this application. The computer-readable storage medium 500 stores program code 510, which can be called by a processor to execute the methods described in the above method embodiments.

[0125] The computer-readable storage medium 500 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, hard disk, or ROM. Optionally, the computer-readable storage medium 500 includes a non-transitory computer-readable storage medium. The computer-readable storage medium 500 has storage space for program code 510 that performs any of the method steps described above. This program code can be read from or written to one or more computer program products. The program code 510 may be compressed, for example, in a suitable form.

[0126] Please refer to Figure 8This diagram illustrates a structural block diagram of a computer program product 600 provided in an embodiment of this application. The computer program product 600 includes a computer program / instructions 610, which are stored in a computer-readable storage medium of a computer device. When the computer program product 600 is executed on the computer device, the processor of the computer device reads the computer program / instructions 610 from the computer-readable storage medium, and executes the computer program / instructions 610, causing the computer device to perform the methods described in the above method embodiments.

[0127] The solution provided in this embodiment obtains the parking information of the electric vehicle and, when it is determined that the electric vehicle is in a parking start state based on the parking information, determines the target torque of the electric vehicle's drive motor. The parking start state is used to characterize that the electric vehicle's drive motor is in a torque zero-crossing state. The target torque is less than a preset torque, which is used to characterize the torque threshold at which the drive motor will cause jerking in the parking start state. By controlling the electric vehicle to park based on the target torque, the solution achieves the goal of controlling the electric vehicle to park based on the target torque when the electric vehicle is in a parking start state. This avoids jerking caused by too rapid torque changes when the drive motor is in a torque zero-crossing state, and increases the parking stability of the electric vehicle during the APA process.

[0128] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. An electric vehicle control method, characterized by, The method comprises the following steps: acquiring parking information of an electric vehicle; determining a target torque of a drive motor of the electric vehicle when it is determined according to the parking information that the electric vehicle is in a parking start state, the parking start state being used to represent that the drive motor of the electric vehicle is in a torque zero-crossing state, the target torque being less than a preset zero-crossing torque, the preset zero-crossing torque being used to represent a torque threshold value at which the drive motor produces a jerk in the parking start state; acquiring a torque filtering coefficient of the drive motor; calculating a second output torque of the electric vehicle according to a first output torque, the target torque and the torque filtering coefficient, the first output torque corresponding to a time point being a previous time point of a time point corresponding to the second output torque; determining a requested torque according to a current output torque of the drive motor and the second output torque; when a torque range executable by a power controller of the electric vehicle is less than the requested torque, determining a corresponding hydraulic braking force according to the requested torque and a maximum executable torque of the power controller, the power controller being pre-calibrated with the torque range executable according to the performance of the drive motor; controlling the electric vehicle to park according to the maximum executable torque and the hydraulic braking force; acquiring a current output torque of the drive motor; when the current output torque is greater than or equal to a preset torque threshold value, acquiring a first target acceleration of the electric vehicle, the preset torque threshold value being used to represent a torque value at which the torque of the drive motor has crossed zero; controlling the electric vehicle to park according to the first target acceleration.

2. The electric vehicle control method according to claim 1, characterized by, Further comprising: when it is determined according to the parking information that the electric vehicle is not in the parking start state, acquiring a second target acceleration of the electric vehicle; controlling the electric vehicle to park according to the second target acceleration.

3. The electric vehicle control method of claim 1, wherein The parking information comprises a parking request position; the acquiring of the parking information of the electric vehicle comprises: acquiring a parking request position of the electric vehicle; determining whether the electric vehicle is in the parking start state according to the parking request position.

4. The electric vehicle control method of claim 1, wherein The parking information comprises a parking speed; the acquiring of the parking information of the electric vehicle comprises: acquiring a parking speed of the electric vehicle; determining whether the electric vehicle is in the parking start state according to the parking speed.

5. The electric vehicle control method of claim 1, wherein The parking information comprises a parking braking force; the acquiring of the parking information of the electric vehicle comprises: acquiring a parking braking force of the electric vehicle; determining whether the electric vehicle is in the parking start state according to the parking braking force.

6. An electric vehicle control device characterized by comprising: The method comprises the following steps: an information acquisition module, configured to acquire parking information of an electric vehicle; a determination module, configured to determine a target torque of a drive motor of the electric vehicle when it is determined according to the parking information that the electric vehicle is in a parking start state, the parking start state being used to represent that the drive motor of the electric vehicle is in a torque zero-crossing state, the target torque being less than a preset zero-crossing torque, the preset zero-crossing torque being used to represent a torque threshold value at which the drive motor produces a jerk in the parking start state; The fourth acquisition unit is configured to acquire a torque filtering coefficient of the driving motor, and calculate a second output torque of the electric vehicle according to a first output torque, the target torque and the torque filtering coefficient, the first output torque corresponding to a time point that is a previous time point of a time point corresponding to the second output torque; The control unit is configured to determine a requested torque according to the second output torque and a current output torque of the driving motor, and when a torque range executable by a power controller of the electric vehicle is less than the requested torque, determine a corresponding hydraulic braking force according to the requested torque and a maximum executable torque of the power controller, and control the electric vehicle to park according to the maximum executable torque and the hydraulic braking force, the power controller being pre-calibrated with the torque range executable according to the performance of the driving motor; The torque acquisition module is configured to acquire a current output torque of the driving motor; The first acceleration acquisition module is configured to acquire a first target acceleration of the electric vehicle when the current output torque is greater than or equal to a preset torque threshold value, the preset torque threshold value being used to represent a torque value at which the torque of the driving motor has passed zero; The first acceleration parking control module is configured to control the electric vehicle to park according to the first target acceleration.

7. An electric vehicle, characterized by Comprise: A memory; One or more processors coupled to the memory; One or more application programs, wherein the one or more application programs are stored in the memory and configured to be executed by one or more processors, and the one or more application programs are configured to execute the electric vehicle control method according to any one of claims 1 to 5.

8. A computer readable storage medium, characterized in that, The computer readable storage medium stores program codes, and the program codes can be called and executed by the processor to execute the electric vehicle control method according to any one of claims 1 to 5.

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