Crawling control method and device, and vehicle

Abstract

The application provides a kind of creeping control method, device and vehicle, and the creeping control method includes: when vehicle enters creeping start condition from idle charging condition, clutch transmission torque increase instruction is sent, for increasing clutch transmission torque;Real-time acquisition of the clutch transmission torque of vehicle, when clutch transmission torque is greater than preset torque threshold, send charging torque reduction instruction, and charging torque reduction instruction is used to reduce charging torque;When vehicle enters creeping condition from creeping start condition, real-time acquisition of vehicle speed, when vehicle speed is greater than preset speed threshold, send charging torque increase instruction, and charging torque increase instruction is used to increase charging torque.The creeping control method, device and vehicle provided by the application can avoid the problem that power response is slow and speed drops during creeping start process due to the sum of charging torque and clutch transmission torque exceeding the maximum output torque of engine current speed regulation.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a crawling control method and device and a vehicle. BACKGROUND

[0002] With the popularity of hybrid vehicles (hereinafter referred to as hybrid vehicles), people have higher and higher requirements for driving comfort, economy and power. In order to meet the needs of drivers, the operating conditions and energy management of hybrid vehicles need to be accurately controlled.

[0003] In the crawling starting condition of the hybrid vehicle, if the power of the power battery is less than the preset threshold, in order to ensure normal driving and electric balance, part of the torque output by the engine needs to be used to charge the power battery, which is called charging torque. However, as the clutch transmission torque transmitted to the vehicle load gradually increases, it is easy to cause the sum of the charging torque and the clutch transmission torque to exceed the maximum output torque of the engine at the current speed, thereby causing slow power response and speed drop during the crawling starting process. SUMMARY

[0004] Therefore, the purpose of the present application is to provide a crawling control method, device, electronic equipment and vehicle to solve the problems of slow power response and speed drop in the crawling starting condition in the related art.

[0005] To achieve the above purpose, the first aspect of the present application provides a crawling control method, comprising:

[0006] When the vehicle enters the crawling starting condition from the idle charging condition, an increase instruction of clutch transmission torque is sent, the increase instruction of clutch transmission torque being used to increase the clutch transmission torque;

[0007] The clutch transmission torque of the vehicle is acquired in real time, and when the clutch transmission torque is greater than a preset torque threshold, a decrease instruction of charging torque is sent, the decrease instruction of charging torque being used to decrease the charging torque;

[0008] When the vehicle enters the crawling condition from the crawling starting condition, the vehicle speed is acquired in real time, and when the vehicle speed is greater than a preset speed threshold, an increase instruction of charging torque is sent, the increase instruction of charging torque being used to increase the charging torque.

[0009] Based on the same inventive concept, the second aspect of the present application provides a crawling control device, comprising:

[0010] A first instruction module is configured to send an increase instruction of clutch transmission torque when the vehicle enters the crawling starting condition from the idle charging condition, the increase instruction of clutch transmission torque being used to increase the clutch transmission torque;

[0011] a second instruction module configured to acquire clutch transmission torque of the vehicle in real time, and issue a charging torque reduction instruction for reducing the charging torque when the clutch transmission torque is greater than a preset torque threshold;

[0012] a third instruction module configured to acquire vehicle speed of the vehicle in real time when the vehicle enters the crawling condition from the creeping start condition, and issue a charging torque increase instruction for increasing the charging torque when the vehicle speed is greater than a preset vehicle speed threshold.

[0013] Based on the same inventive concept, the third aspect of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method of the first aspect when executing the program.

[0014] Based on the same inventive concept, the fourth aspect of the present application provides a vehicle comprising the crawling control device of the second aspect.

[0015] As can be seen from the above, the crawling control method, device, electronic device and vehicle provided by the present application can increase the clutch transmission torque when the vehicle enters the creeping start condition from the idling charging condition, control the clutch to increase the torque transmitted to the vehicle load, ensure that the torque output to the vehicle load during the starting process is sufficient, and avoid the problems of slow power response and speed drop during the creeping starting process of the vehicle. When it is monitored that the clutch transmission torque is greater than the preset torque threshold, the charging torque reduction instruction is issued to reduce the torque consumption for charging the power battery, so that more engine output torque is transmitted to the vehicle load, the power and drivability of the hybrid vehicle during the creeping starting process are ensured, and the problems of vehicle speed drop and the resulting vehicle NVH are further avoided. When the vehicle enters the crawling condition and it is monitored that the vehicle speed is greater than the vehicle speed threshold, the charging torque increase instruction is sent to control the vehicle speed and recharge the excess torque as charging torque for the power battery, which is beneficial to maintaining the electrical balance performance of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the present application or related art, the following will briefly introduce the drawings needed to be used in the embodiments or related art descriptions. Obviously, the drawings in the following description are only embodiments of the present application, and those skilled in the art can obtain other drawings according to these drawings without creative labor.

[0017] Figure 1 Structure diagram of a hybrid vehicle with P2 architecture power system;

[0018] Figure 2This is a real-vehicle test data diagram showing the vehicle transitioning from idle to crawl start-up mode without a decrease in the charging torque of the P2 motor during the start-up process.

[0019] Figure 3 This is a flowchart illustrating the creep control method according to an embodiment of this application;

[0020] Figure 4 This is a logical schematic diagram of the creep control method according to an embodiment of this application;

[0021] Figure 5 These are real-vehicle test data diagrams illustrating the creep control method according to embodiments of this application.

[0022] Figure 6 This is another real vehicle test data diagram using the creep control method of this application embodiment;

[0023] Figure 7 This is a schematic flowchart illustrating the process of issuing a charging torque reduction command in the creep control method of this application embodiment;

[0024] Figure 8 This is a schematic diagram of the process of issuing a charging torque increase command in the creep control method of this application embodiment;

[0025] Figure 9 This is a schematic diagram of the process of issuing a clutch-transmitted torque increase command in the creep control method of this application embodiment;

[0026] Figure 10 This is a flowchart illustrating the process of determining the third gradient value and the first extreme value in the creep control method of this application embodiment;

[0027] Figure 11 This is a schematic diagram of the process for correcting engine idle torque in the creep control method of this application embodiment;

[0028] Figure 12 This is a schematic diagram of the structure of the creep control device according to an embodiment of this application;

[0029] Figure 13 This is a schematic diagram of a more specific electronic device hardware structure provided for an embodiment of this application. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0031] It should be noted that, unless otherwise defined, technical terms or scientific terms used in the embodiments of the present application shall have the common meaning understood by one of ordinary skill in the art to which the embodiments of the present application belong. The terms "first", "second" and similar terms used in the embodiments of the present application do not denote any order, quantity or importance, but are merely used to distinguish different components. The terms "include" or "contain" and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms "upper", "lower", "left", "right" and the like are merely used to represent relative positional relationships, and when the absolute positions of the described objects are changed, the relative positional relationships can also be changed accordingly.

[0032] For a hybrid vehicle, the P2 structure is taken as an example for illustration. Figure 1 A structural schematic diagram of a P2 architecture power system is shown, in which an engine 101, a K0 clutch 102, a P2 motor 103, a gearbox 104 and a differential 105 are connected in sequence. The gearbox 104 can be a hybrid automatic transmission, which includes a K1 clutch and a K2 clutch.

[0033] For the vehicle described in the background, in the process of starting from crawling, the sum of the charging torque and the clutch transmission torque is likely to exceed the maximum torque regulated by the current engine speed, thereby causing problems such as slow power response, discontinuous acceleration and speed drop during the process of starting from crawling, Figure 2 A real vehicle test data graph is shown, in which the vehicle enters the starting from crawling condition from the idle condition, and the charging torque of the P2 motor does not decrease during the starting process. As can be seen from the engine speed curve a at the frame A in the graph, the engine speed fluctuates during the process of rising of the engine speed due to the above-mentioned problems, which is reflected in the engine speed curve a showing a speed drop.

[0034] To solve the above-mentioned problems, in the related art, the following solutions are usually adopted: one is to limit the maximum transmission torque of the clutch, slow down the engagement rate of the clutch and increase the engine idle speed. However, on the one hand, the slow engagement speed of the clutch will lead to slow power response of the whole vehicle, and on the other hand, the large engine idle speed will also increase fuel consumption and engine noise, which is not conducive to fuel economy and vehicle NVH (Noise, Vibration, Harshness) performance. The second is to cancel the low-speed charging torque and reduce the engine idle load. However, this solution means that the hybrid vehicle cannot charge the power battery when the vehicle is stationary in P / N gear and crawling at low speed, which is not conducive to the electric balance control of the hybrid vehicle.

[0035] Therefore, in order to balance the vehicle starting power, electric balance control and vehicle NVH performance, the embodiment provides a crawling control method, which comprises the following steps. Figure 3 The embodiment provides a crawling control method, which comprises the following steps.

[0036] Step S101, when the vehicle enters the crawling starting condition from the idle charging condition, an increase instruction of clutch transmission torque is sent, which is used to increase the clutch transmission torque.

[0037] Figure 4 The logic diagram of the control method is shown, wherein the curve a represents the engine idle request (Engspdreq), the curve b represents the engine speed (Engspd), the curve c represents the brake (Brkped), the curve d represents the clutch transmission torque (Clu_tq), the curve e represents the charging torque (P2_tq), and the curve f represents the vehicle speed (Vehspd). The dotted line I in the figure represents the time when the vehicle enters the crawling starting condition from the idle charging condition, the dotted line II represents the time when the clutch transmission torque reaches the torque threshold, the dotted line III represents the time when the vehicle speed reaches the speed threshold, and the dotted line IV represents the time when the engine idle request is reduced when the speed control condition is met after entering the crawling condition.

[0038] When the vehicle is in the idle charging condition, the K0 clutch is closed, the K1 clutch and the K2 clutch are separated, the engine is in the idle condition, the transmission is in the pre-selected gear state, the vehicle is kept at a static speed of 0 under the brake, and the hybrid control unit (HCU) reads the data of the battery management system (BMS) to detect the remaining power (State of Charge, SOC) of the power battery and compare it with the preset power saturation value. If the SOC value is less than the power saturation value, the hybrid control unit sends a charging start instruction to the generator controller or the motor controller (when the generator and the power motor are integrated) according to the preset charging torque, so as to distribute part of the engine output torque according to the charging torque to charge the power battery.

[0039] For example, the charging torque can be -20 Nm, which can be understood as consuming 20 Nm of engine output torque. The greater the absolute value of the charging torque, the greater the engine output torque consumed for charging the power battery. When the charging torque is 0, it means that the engine output torque is no longer consumed for charging the power battery. Of course, the charging torque can be calibrated according to the vehicle model, vehicle power structure, vehicle environment and vehicle operating parameters, and the value of the charging torque is not limited herein.

[0040] The creeping start-up condition is the process of the vehicle starting from idle and moving at low speed. In combination with the Figure 4 At time I, the vehicle is released from braking, and in order to increase the vehicle speed from 0 to a preset creeping speed, the engine idle request is gradually increased at a constant rate. In response to the increase in the engine idle request, the engine speed gradually increases in the form of variable acceleration. In order to transmit the output torque of the engine to the vehicle load, an increase instruction of clutch transmission torque is sent to the clutch controller during this process, and the clutch transmission torque is gradually increased at an appropriate rate according to the instruction.

[0041] In step S102, the clutch transmission torque of the vehicle is obtained in real time, and when the clutch transmission torque is greater than a preset torque threshold, a charging torque reduction instruction is sent, which is used to reduce the charging torque.

[0042] For example, the torque threshold can be 30 Nm, indicating that the current clutch transmits 30 Nm of torque to the vehicle load. Of course, the torque threshold can be calibrated according to the vehicle model, vehicle power structure, vehicle environment, and vehicle operating parameters, etc. The value of the torque threshold is not limited here.

[0043] The hybrid control unit monitors the clutch transmission torque in real time, and when the clutch transmission torque is greater than a preset torque threshold, Figure 4 As can be seen, when the clutch transmission torque increases to the torque threshold, i.e. at time II, the engine idle request no longer increases but remains at the current value. The increase in engine speed is in response to the engine idle request, but has a certain hysteresis. At this time, the engine speed is still increasing but the increase is gradually slowing down. At the same time, since the vehicle speed has not yet increased to the preset creeping condition speed, in order to continue to increase the vehicle speed, the clutch transmission torque is still increasing. If the generator still maintains the aforementioned charging torque to charge the power battery at this time, it is easy to cause the sum of the charging torque and the clutch transmission torque to be greater than the current maximum output torque of the engine. Therefore, in order to ensure that the power of the vehicle is not affected, a charging torque reduction instruction is sent to the generator controller at this time, and the distribution of the engine output torque is adjusted to reduce the charging torque (also known as de-charging), as shown in Figure 4 In e1, the torque allocation of the generator is reduced, so that more engine output torque is transmitted to the vehicle load through the clutch.

[0044] In step S103, when the vehicle enters the creeping condition from the creeping start-up condition, the vehicle speed is obtained in real time, and when the vehicle speed is greater than a preset speed threshold, a charging torque increase instruction is sent, which is used to increase the charging torque.

[0045] For example, the vehicle speed threshold value can be 3 km / h. Of course, the vehicle speed threshold value can be calibrated according to the vehicle model, vehicle power structure, vehicle environment, and vehicle operating parameters, and the like, and the value of the vehicle speed threshold value is not limited herein.

[0046] After the vehicle is put into the forward gear or the reverse gear in the inching mode, the vehicle can travel at a low speed without stepping on the accelerator pedal and the brake pedal and releasing the brake. Figure 4 As can be seen, when the vehicle enters the inching mode, the engine responds to the target idle request of the transmission, and when the clutch transmission torque increases to the maximum value, as the vehicle travel resistance gradually decreases, although the vehicle speed is still increasing, the clutch transmission torque no longer increases. In order to control the vehicle speed within a certain range, when the vehicle speed increases to the vehicle speed threshold value, the engine output torque is adjusted again, the clutch transmission torque to the vehicle load is reduced, and the engine speed is increased, as shown in Figure 4 the dashed line III in the middle, a charging torque increase instruction is sent to the generator controller, the distribution of the engine output torque is adjusted again, and the clutch transmission torque to the vehicle load is reduced, as shown in Figure 4 the d1 part in the middle; the charging torque for charging the power battery is increased, as shown in the e2 part in the middle, so as to facilitate the electrical balance control of the hybrid vehicle. Figure 4

[0047] In addition, as the vehicle speed continues to increase, for example, when the vehicle speed is greater than 5 km / h, the engine idle request can be reduced, as shown in the a1 part in Figure 5 the middle, so that the engine speed is reduced and the overall fuel economy of the vehicle is improved.

[0048] The inching control method provided in this embodiment, when the vehicle enters the inching starting mode from the idle charging mode, the clutch transmission torque increase instruction is sent to control the clutch to increase the torque transmitted to the vehicle load, so as to ensure that the torque output to the vehicle load during the starting process is sufficient, and to avoid the problems of slow power response and speed drop during the inching starting process. When it is monitored that the clutch transmission torque is greater than the preset torque threshold value, the charging torque decrease instruction is sent to reduce the torque consumption for charging the power battery, so that more engine output torque is transmitted to the vehicle load, to ensure the power and drivability of the hybrid vehicle during the inching starting process, and to further avoid the vehicle speed drop and the resulting vehicle NVH problem. As shown in the engine speed curve β at block B in Figure 6 and the engine speed curve γ at block C in Figure 7 , by using the control method provided in this embodiment, compared with the prior art, the engine speed fluctuates less and has no drop during the rising process.

[0049] ​When the vehicle enters the crawling working condition and the vehicle speed is greater than the vehicle speed threshold, the excess torque is recharged as the charging torque for the power battery by sending a charging torque increasing instruction while controlling the vehicle speed, which is beneficial to maintaining the electrical balance performance of the vehicle.

[0050] In addition, the crawling control method of the embodiment can be realized by a software strategy, has low implementation cost, high universality, and can be used for various vehicle models and various power structures, and the control is more precise.

[0051] As Figure 8 In some embodiments, the step S102 of sending the charging torque decreasing instruction further includes:

[0052] In step S201, the brake pressure and the engine speed of the vehicle are acquired in real time.

[0053] In step S202, a corresponding preset first gradient value is determined based on the brake pressure and the engine speed.

[0054] In order to make the adjustment control of the charging torque more reasonable, the decrease amplitude of the charging torque needs to be accurately controlled. The applicant has found that the decrease amplitude of the charging torque can be determined according to the brake pressure and the engine speed of the vehicle.

[0055] For example, the decrease amplitude of the charging torque is quantified as a first gradient value. The first gradient value can be determined by table lookup and formula calculation.

[0056] In step S203, a charging torque decreasing instruction is sent, and the charging torque decreasing instruction is used to decrease the charging torque according to the first gradient value.

[0057] After the first gradient value is determined, the hybrid control unit sends a charging torque decreasing instruction according to the first gradient value, so that the generator decreases the charging torque according to the first gradient value, and ensures that the charging torque is decreased at a reasonable decrease amplitude, which guarantees the vehicle crawling starting power while taking into account the electrical balance control.

[0058] In some embodiments, the step S202 further includes: determining the first gradient value from a pre-constructed first control table according to the brake pressure and the engine speed.

[0059] For example, the first control table is as follows:

[0060] The first control table

[0061]

[0062] For example, when the engine speed reaches 800 rpm / min and is less than 900 rpm / min, the first gradient value is determined to be 100 Nm / s. When the generator controller receives the charging torque reduction instruction, the charging torque is controlled to gradually approach 0 by adding the original negative value and the determined first gradient value, so as to reduce the consumption of the engine output torque for charging the power battery.

[0063] It should be noted that during the charging torque reduction process, the first gradient value can be re-determined according to the current engine speed and the current brake pressure through the first control table. In addition, the first control table is used to represent the change trend of the first gradient value with different engine speeds and brake pressures, and the first gradient value corresponding to the brake pressure and the engine speed in the table is only an example and is not limited herein.

[0064] Through the pre-constructed first control table, not only the charging torque reduction range can be accurately controlled, but also the process of determining the first gradient value can be more convenient and fast.

[0065] As shown in FIG. 10, in some embodiments, the step S103 of issuing the charging torque increase instruction includes: Figure 9

[0066] In step S301, the brake pressure and the engine speed of the vehicle are acquired in real time.

[0067] In step S302, a corresponding preset second gradient value is determined based on the brake pressure and the engine speed.

[0068] In order to make the adjustment control of the charging torque more reasonable, the increase range of the charging torque also needs to be accurately controlled. The applicant has found that the increase range of the charging torque is also determined according to the brake pressure and the engine speed of the vehicle.

[0069] For example, the increase range of the charging torque is quantified as a second gradient value. The second gradient value can be determined by table lookup and formula calculation.

[0070] In step S303, a charging torque increase instruction is issued, and the charging torque increase instruction is used to increase the charging torque according to the second gradient value.

[0071] When the second gradient value is determined, the hybrid control unit issues a charging torque increase instruction according to the second gradient value, so that the generator increases the charging torque according to the second gradient value, to ensure that the charging torque is increased at a relatively reasonable increase range, without affecting the vehicle creep power while considering the electric balance control.

[0072] ​In some embodiments, step S302 further comprises: determining the second gradient value from a second control table pre-constructed according to the brake pressure and the engine speed.

[0073] For example, the second control table is as follows:

[0074] Second control table

[0075]

[0076] For example, when the engine speed reaches 800 rpm / min and is less than 900 rpm / min, and the brake pressure is 15 bar, the second gradient value is determined to be -110 Nm / s. When the generator controller receives the charging torque increasing instruction, the charging torque is controlled to gradually increase by adding the determined second gradient value to the negative value or 0 value of the charging torque, so as to gradually increase the absolute value of the charging torque and improve the consumption of the engine output torque for charging the power battery.

[0077] It should be noted that during the process of increasing the charging torque, the second gradient value can be re-determined according to the current engine speed and the current brake pressure through the second control table. In addition, the second control table is used to represent the change trend of the second gradient value with different engine speeds and brake pressures, and the second gradient value corresponding to the brake pressure and the engine speed in the table is only an example value, which is not limited herein.

[0078] The beneficial effects of determining the second gradient value through the second control table are the same as those of determining the first gradient value through the first control table, which will not be repeated here.

[0079] As shown in FIG. 1, in some embodiments, the clutch torque increasing instruction issued in step S101 comprises: Figure 10

[0080] Step S401, real-time acquisition of first vehicle information of the vehicle and first environment information of the environment where the vehicle is located.

[0081] Step S402, determining a corresponding preset third gradient value and a preset first extreme value based on the first vehicle information and the first environment information.

[0082] ​In order to make the vehicle pass through the creep starting condition from the idle charging condition and enter the creep condition, the vehicle speed needs to be gradually increased from 0 to a pre-set creep speed, such as 5 km / h. Therefore, in the creep starting condition of the vehicle, the clutch transmission torque needs to be gradually increased to gradually increase the vehicle speed. In order to avoid that the sum of the clutch transmission torque and the charging torque is greater than the current maximum output torque of the engine, the increase amplitude of the clutch transmission torque needs to be accurately controlled, and the maximum limit value of each stage of the clutch transmission torque during the increase process also needs to be controlled. The applicant has found that, in addition to the first vehicle information of the vehicle, the increase amplitude of the clutch transmission torque also needs to be determined according to the first environmental information of the surrounding environment of the vehicle. Especially when the vehicle is in an environment with high altitude or high temperature, the surrounding environment of the vehicle has a significant impact on the operation of the vehicle, and therefore the control of the clutch transmission torque needs to be combined with the temperature value and the environmental atmospheric pressure value corresponding to the altitude.

[0083] Exemplarily, the increase amplitude of the clutch transmission torque is quantified as a third gradient value, and the maximum limit of the clutch transmission torque is quantified as a first extreme value. The third gradient value and the first extreme value can be determined by means such as table lookup and formula calculation.

[0084] In step S403, a clutch transmission torque increase instruction is issued, which is used to increase the clutch transmission torque according to the third gradient value, and the clutch transmission torque is less than or equal to the first extreme value.

[0085] When the third gradient value is determined, the hybrid control unit issues a clutch transmission torque increase instruction to the clutch controller according to the third gradient value, so that the clutch controller controls the clutch transmission torque to gradually increase according to the third gradient value, and is always less than or equal to the first extreme value.

[0086] As shown in FIG. 5, Figure 11 In some embodiments, the first vehicle information includes the engine intake temperature, the transmission oil temperature and the vehicle gear information, and the first environmental information includes the environmental atmospheric pressure value; and step S402 includes:

[0087] In step S501, a first pre-selected gradient value is determined from a pre-constructed third control table according to the engine intake temperature and the vehicle gear information.

[0088] Exemplarily, the third control table is as shown below:

[0089] The third control table

[0090]

[0091] For example, when the engine intake temperature is 30℃ and the vehicle is in D gear, i.e. the vehicle is in forward driving mode, the first preselected gradient value is determined to be 100 Nm / s. The first preselected gradient value is also compared with other preselected gradient values, and the third gradient value is determined according to the comparison result.

[0092] In step S502, the second preselected gradient value is determined according to the transmission oil temperature and the ambient atmospheric pressure value from a pre-constructed fourth control table.

[0093] For example, the fourth control table is shown as follows:

[0094] Fourth control table

[0095]

[0096] For example, when the transmission oil temperature is -30℃ and the ambient atmospheric pressure value is 500 bar, the second preselected gradient value is determined to be 200 Nm / s.

[0097] It should be noted that the first preselected gradient value can be re-determined according to the current engine intake temperature and the current gear information through the third control table during the increase of the clutch transmission torque. The second preselected gradient value can be re-determined according to the current transmission oil temperature and the current ambient atmospheric pressure through the fourth control table.

[0098] In addition, the third control table is used to represent the variation trend of the first preselected gradient value with different engine intake temperatures and gear information. The first preselected gradient value corresponding to the engine intake temperature and the gear information in the table is only an example value, which is not limited herein. Similarly, the second preselected gradient value is also not limited by the value in the fourth control table in the present embodiment.

[0099] In step S503, the smaller value between the first preselected gradient value and the second preselected gradient value is taken as the third gradient value.

[0100] The first preselected gradient value and the second preselected gradient value are compared. Since the third gradient value is determined to control the clutch transmission torque to avoid the sum of the clutch transmission torque and the charging torque being too large, the smaller value between the first preselected gradient value and the second preselected gradient value is selected as the third gradient value.

[0101] In step S504, the first extreme value is determined according to the engine intake temperature and the vehicle gear information from a pre-constructed fifth control table.

[0102] For example, the fifth control table is shown as follows:

[0103] Fifth control table

[0104]

[0105] For example, when the engine intake temperature is 30℃ and the vehicle is in D gear, i.e. the vehicle is in forward operation, the first extreme value is determined to be 60Nm.

[0106] When the clutch controller receives the clutch transmission torque increase instruction, the clutch transmission torque is controlled to gradually increase by adding the determined third gradient value. At the same time, the hybrid control unit monitors the current clutch transmission torque in real time. Generally, the clutch transmission torque will not exceed the first extreme value during the process of increasing according to the third gradient value. Through accurate control of the clutch transmission torque, the problem of insufficient torque output of the vehicle, especially in high temperature and high altitude low pressure environment, can be avoided, thereby causing the engine to drop the speed and the vehicle NVH problem.

[0107] It should be noted that the first extreme value can be re-determined according to the current engine intake temperature and the current gear information through the fifth control table.

[0108] In addition, the fifth control table is used to represent the change trend of the first extreme value with different engine intake temperatures and gear information. The first extreme value corresponding to the engine intake temperature and the gear information in the table is only an example value, which is not limited herein.

[0109] In addition to adjusting and controlling the charging torque and the clutch transmission torque as described above, the engine idle torque can also be corrected to ensure the crawling starting power of the vehicle.

[0110] As shown in FIG. 6, some embodiments further include, before the vehicle enters the crawling starting operation condition: Figure 12

[0111] Step S601, real-time acquisition of engine intake temperature and vehicle gear information.

[0112] In order to reduce the adverse effects of the environment on the crawling starting power of the vehicle, especially when the vehicle is in a high temperature environment, the surrounding environment of the vehicle has a significant impact on the operation of the vehicle, therefore, the engine idle torque needs to be corrected in combination with the engine intake temperature.

[0113] Step S602, determining a preset correction parameter from a pre-constructed sixth control table according to the engine intake temperature and the vehicle gear information.

[0114] For example, the sixth control table is pre-constructed based on the engine intake temperature and the vehicle gear information, as follows:

[0115] The sixth control table

[0116] ​

[0117] The preset correction parameter of the engine idle torque is determined based on the intake temperature and the gear information from the sixth control table, for example, when the engine intake temperature is 30℃ and the vehicle is in the D gear, that is, the vehicle is in the forward working condition, the preset correction parameter of the engine idle torque is determined as 5Nm.

[0118] In step S603, an engine idle torque correction instruction is sent, which is used to correct the engine idle torque according to the preset correction parameter.

[0119] After the preset correction parameter is determined, the hybrid control unit sends an engine idle torque correction instruction to the engine controller according to the preset correction parameter, so that the engine controller controls the engine to correct the idle torque according to the preset correction parameter. For example, when the preset correction parameter is determined as 5Nm, the engine controller controls the engine to increase 5Nm as the current engine idle torque on the basis of the original idle torque.

[0120] Through the correction of the engine idle torque, the temperature of the environment where the vehicle is located and other influences on the vehicle operation are considered. Through the above correction of the engine idle torque, the crawling starting power of the vehicle, especially in a high temperature environment, can be guaranteed, and the problem of torque attenuation during crawling starting, which leads to engine speed drop and functional failure, can be avoided.

[0121] It should be noted that the method of the embodiments of the present application can be executed by a single device, such as a computer or a server, etc. The method of the embodiments of the present application can also be applied to a distributed scenario, and completed by multiple devices cooperating with each other. In this distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiments of the present application, and the multiple devices can interact with each other to complete the method.

[0122] It should be noted that some embodiments of the present application have been described above. Other embodiments are within the scope of the appended claims. In some cases, the acts or steps recited in the claims can be performed in a different order than those described above and still achieve desirable results. In addition, the processes depicted in the figures do not necessarily require the particular order shown, or sequential order, to achieve the desired results. In certain implementations, multitasking and parallel processing can be advantageous.

[0123] Based on the same inventive concept, the present application also provides a crawling control device corresponding to any of the above-mentioned embodiment methods.

[0124] Reference Figure 13 The crawling control device comprises:

[0125] The first instruction module 201 is configured to issue a clutch transmission torque increasing instruction for increasing the clutch transmission torque when the vehicle enters the creep starting condition from the idle charging condition.

[0126] The second instruction module 202 is configured to acquire the clutch transmission torque of the vehicle in real time, and issue a charging torque decreasing instruction for decreasing the charging torque when the clutch transmission torque is greater than a preset torque threshold.

[0127] The third instruction module 203 is configured to acquire the vehicle speed in real time when the vehicle enters the creep condition from the creep starting condition, and issue a charging torque increasing instruction for increasing the charging torque when the vehicle speed is greater than a preset vehicle speed threshold.

[0128] For the convenience of description, the above apparatus is described in various modules in terms of functions. Of course, the functions of the modules can be implemented in one or more software and / or hardware in the implementation of the present application.

[0129] The apparatus of the above embodiments is used to implement the corresponding creep control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here again.

[0130] Based on the same inventive concept, the present application also provides an electronic device corresponding to the method of any of the above embodiments, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the creep control method of any of the above embodiments.

[0131] ​ A more specific hardware structure of an electronic device provided in the embodiment is shown, which can include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 for communication within the device.

[0132] The processor 1010 can be implemented in the form of a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided in the embodiments of the present application.

[0133] The memory 1020 can be implemented in the form of a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs, and when the technical solutions provided in the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0134] The input / output interface 1030 is configured to connect an input / output module to realize information input and output. The input / output module can be configured as a component in the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. The input device can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device can include a display, a speaker, a vibrator, an indicator light, etc.

[0135] The communication interface 1040 is configured to connect a communication module (not shown in the figure) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as USB, network cable, etc.) or through a wireless manner (such as mobile network, WIFI, Bluetooth, etc.).

[0136] The bus 1050 includes a channel for transmitting information between various components (such as the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040) of the device.

[0137] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only contain components necessary for implementing the embodiments of the present specification, and does not have to contain all the components shown in the figure.

[0138] The electronic device of the above embodiment is used to implement the corresponding crawling control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here again.

[0139] Based on the same inventive concept, in combination with the description of the electronic device of the above embodiment, the present embodiment provides a vehicle, which has the corresponding technical effects of the crawling control device and the electronic device of the above embodiment, which are not described here again.

[0140] A vehicle includes the crawling control device or the electronic device of the above embodiment.

[0141] Based on the same inventive concept, the present application also provides a computer readable storage medium, which stores computer instructions for causing a computer to perform the inching control method according to any one of the above embodiments.

[0142] The computer readable medium of the embodiments can include permanent and non-permanent, removable and non-removable media, which can realize information storage by any method or technology. The information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device.

[0143] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to perform the inching control method according to any one of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which are not described here.

[0144] Those skilled in the art should understand that the above discussion of any embodiment is only exemplary and is not intended to imply that the scope (including claims) of the present application is limited to these examples; the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes of different aspects of the embodiments of the present application as described above. In order to be brief, they are not provided in detail.

[0145] Additionally, to simplify the description and discussion, and so as not to obscure the embodiments of the application being presented, the well-known functions or constructions of integrated circuit (IC) chips and other components can or can not be shown in the figures and will be omitted as not to unnecessarily obscure the embodiments of the application being presented. Moreover, the devices can be shown in block diagram form in order to avoid unnecessary obscurity of the present embodiments, and this also acknowledges the fact that the details in regard to the implementation of such block diagram devices are highly dependent on the platform within which the present embodiments are to be implemented (i.e., such details should be well within the purview of one of ordinary skill in the art). Where specific details are set forth in order to describe an illustrative embodiment of the application, it will be apparent to one of ordinary skill in the art that the embodiment of the application can be practiced without these specific details. In other instances, detailed descriptions of well-known methods, devices, and materials can be omitted so as not to obscure the description of the present embodiments of the application. It is intended that the specific embodiments disclosed herein are presented by way of example only and that the present application is not limited by the embodiments presented herein.

[0146] Although the present application has been described in connection with certain specific embodiments thereof, many modifications, changes, variations and substitutions will be apparent to those of ordinary skill in the art. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0147] It is therefore intended that the present application cover all such modifications, changes, variations and substitutions that fall within the broad scope of the appended claims. Accordingly, any one or more of the features, functions, structures, or other aspects of the embodiments described herein can be combined in any suitable manner to form additional embodiments, which are also within the scope of the present application. Thus, various additional embodiments of the present application are also contemplated. Therefore, the foregoing description is not intended to be limiting. Hence, any non-included alternatives, modifications, or variations should be understood as within the scope of the present application.

Claims

1. A method of controlling a creeping, characterized by, The method comprises the following steps: When the vehicle enters the creep starting condition from the idle charging condition, an clutch transmission torque increasing instruction is sent, which is used to increase the clutch transmission torque; The clutch transmission torque of the vehicle is obtained in real time, and when the clutch transmission torque is greater than a preset torque threshold, a charging torque decreasing instruction is sent, which is used to decrease the charging torque; When the vehicle enters the creep condition from the creep starting condition, the vehicle speed is obtained in real time, and when the vehicle speed is greater than a preset vehicle speed threshold, a charging torque increasing instruction is sent, which is used to increase the charging torque and decrease the clutch transmission torque to the vehicle load; The clutch transmission torque increasing instruction comprises the following steps: The first vehicle information of the vehicle and the first environmental information of the environment where the vehicle is located are obtained in real time; The corresponding preset third gradient value and preset first extreme value are determined based on the first vehicle information and the first environmental information; The clutch transmission torque increasing instruction is sent, which is used to increase the clutch transmission torque according to the third gradient value, and the clutch transmission torque is less than or equal to the first extreme value; The first vehicle information comprises the engine intake temperature, the transmission oil temperature and the vehicle gear information, and the first environmental information comprises the environmental atmospheric pressure value; The corresponding preset third gradient value and preset first extreme value are determined based on the first vehicle information and the first environmental information, which comprises the following steps: The first preselected gradient value is determined from a third control table constructed in advance according to the engine intake temperature and the vehicle gear information; The second preselected gradient value is determined from a fourth control table constructed in advance according to the transmission oil temperature and the environmental atmospheric pressure value; The smaller one of the first preselected gradient value and the second preselected gradient value is taken as the third gradient value; The first extreme value is determined from a fifth control table constructed in advance according to the engine intake temperature and the vehicle gear information.

2. The control method according to claim 1, characterized by, The charging torque decreasing instruction comprises the following steps: The brake pressure and the engine speed of the vehicle are obtained in real time; The corresponding preset first gradient value is determined based on the brake pressure and the engine speed; The charging torque decreasing instruction is sent, which is used to decrease the charging torque according to the first gradient value.

3. The control method according to claim 2, characterized by, The first gradient value is determined based on the brake pressure and the engine speed, which comprises the following steps: The first gradient value is determined from a first control table constructed in advance according to the brake pressure and the engine speed.

4. The control method according to claim 1, characterized by, The charging torque increasing instruction comprises the following steps: The brake pressure and the engine speed of the vehicle are obtained in real time; The corresponding preset second gradient value is determined based on the brake pressure and the engine speed; The charging torque increasing instruction is sent, which is used to increase the charging torque according to the second gradient value.

5. The control method according to claim 4, characterized by The second gradient value is determined based on the brake pressure and the engine speed, which comprises the following steps: The second gradient value is determined from a second control table constructed in advance according to the brake pressure and the engine speed.

6. The control method according to claim 1, characterized by, Before the vehicle enters the inching start condition, the method further comprises: real-time acquisition of engine intake temperature and vehicle gear information; determination of a preset correction parameter from a pre-constructed sixth control table according to the engine intake temperature and the vehicle gear information; issuance of an engine idle speed torque correction instruction for correcting the engine idle speed torque according to the preset correction parameter.

7. A crawling control device characterized by comprising: comprises: a first instruction module configured to issue a clutch transmission torque increase instruction for increasing clutch transmission torque when the vehicle enters the inching start condition from the idle charging condition; wherein the issuance of the clutch transmission torque increase instruction comprises real-time acquisition of first vehicle information of the vehicle and first environmental information of an environment in which the vehicle is located; determination of a preset third gradient value and a preset first extreme value corresponding thereto based on the first vehicle information and the first environmental information; and issuance of a clutch transmission torque increase instruction for increasing the clutch transmission torque according to the third gradient value, and the clutch transmission torque being less than or equal to the first extreme value; the first vehicle information comprises engine intake temperature, transmission oil temperature, and vehicle gear information, and the first environmental information comprises an environmental atmospheric pressure value; wherein the determination of the preset third gradient value and the preset first extreme value corresponding thereto based on the first vehicle information and the first environmental information comprises determination of a first preselected gradient value from a pre-constructed third control table according to the engine intake temperature and the vehicle gear information; determination of a second preselected gradient value from a pre-constructed fourth control table according to the transmission oil temperature and the environmental atmospheric pressure value; taking the smaller one of the first preselected gradient value and the second preselected gradient value as the third gradient value; and determination of the first extreme value from a pre-constructed fifth control table according to the engine intake temperature and the vehicle gear information; a second instruction module configured to real-time acquisition of clutch transmission torque of the vehicle, and issuance of a charging torque reduction instruction for reducing charging torque when the clutch transmission torque is greater than a preset torque threshold value; a third instruction module configured to real-time acquisition of vehicle speed when the vehicle enters the inching condition from the inching start condition, and issuance of a charging torque increase instruction for increasing the charging torque and reducing clutch transmission torque transmitted to the vehicle load when the vehicle speed is greater than a preset vehicle speed threshold value.

8. A vehicle comprising the inching control device of claim 7.

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