Control method and device of vehicle power system, vehicle and storage medium

Abstract

The application relates to a control method and device of a vehicle power system, a vehicle and a storage medium, which comprises the following steps: collecting a current slope value, a vehicle body weight, a current acceleration and state information of a front target vehicle of a current vehicle; when an ACC working mode of the current vehicle is identified as a preset activation mode, a preset brake continuation mode, a preset overtaking mode or a preset activation waiting mode, calculating an ACC request torque value according to the current slope value, the vehicle body weight and the current acceleration; judging whether the current vehicle meets intelligent driving preset acceleration conditions based on the state information of the front target vehicle; and when the current vehicle meets the intelligent driving preset acceleration conditions, controlling the vehicle power system to perform acceleration control on the current vehicle according to the ACC request torque value. Therefore, the problems of nodding feeling, coasting, jolting, shaking, poor ACC deceleration effect and untimely AEB response time are solved, more user demands are met, and user experience is improved.

Description

TECHNICAL FIELD

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

[0002] At present, the automobile industry is at a critical node of the transformation from traditional cars to intelligent cars, and intelligent driving is the development trend of global automobile technology and industry. Intelligent driving uses modern sensing technology, information and communication technology, automatic control technology, computer technology and artificial intelligence technology, so that the vehicle has the ability of perception positioning, path planning and autonomous control, so that the controller automatically controls the vehicle. The evolution and upgrading of intelligent driving will gradually change the way people travel and the way goods are transported.

[0003] Among them, the intelligent driving longitudinal control system mainly includes full-speed adaptive cruise, automatic emergency braking and other longitudinal control functions derived therefrom. Full-speed adaptive cruise (Adaptive Cruise Control, ACC) refers to helping the driver control the vehicle speed, decelerating when turning, or following the front vehicle to accelerate / decelerate, etc. when the vehicle is driving, to reduce the burden of the driver; automatic emergency braking (Automated Emergency Braking, AEB) refers to reminding the driver of the risk of collision or helping the driver to brake to avoid or mitigate the risk of collision when the vehicle is driving on the road.

[0004] The power control unit (Power Control Unit, PCU) of the hybrid power system vehicle refers to two power sources of motor and engine. When the hybrid vehicle is working, the power can be only motor working, only engine working, or both power working, and different vehicle models have different strategies; the power control unit (Vehicle Control Unit, VCU) of the pure electric vehicle refers to only one power source of motor.

[0005] In related technologies, the longitudinal control system detects the front target vehicle through radar or camera sensors, can detect the lateral distance and longitudinal distance of the target vehicle relative to the vehicle, and sends control commands to the power system or the vehicle body stability control system (Electronic Stability Program, ESP) through the longitudinal control system to control the speed of the vehicle and maintain a safe following distance from the front vehicle.

[0006] However, the longitudinal control system in related technologies does not consider the influence of different powers, the working mode of ACC, the working condition of the vehicle, the energy recovery of the whole vehicle, the crawling torque, the driver's operation and other factors on the vehicle power system, so there is a lack of optimization control of the longitudinal system, which needs to be solved. SUMMARY

[0007] The application provides a control method and device of a vehicle power system, a vehicle and a storage medium. The method optimizes the control of a longitudinal system according to the working mode of ACC, the working condition of the vehicle, the energy recovery of the whole vehicle, the creep torque, the driver's operation and other influencing factors, and the AEB activation state, to solve the problems of nodding, coasting down a slope, jerking, shaking, poor deceleration effect of ACC and untimely response of AEB, thereby meeting more user demands and improving user experience.

[0008] The first aspect of the application provides a control method of a vehicle power system, comprising the following steps:

[0009] acquiring the current slope value, the vehicle body weight, the current acceleration of the current vehicle and the state information of the front target vehicle;

[0010] identifying the adaptive cruise control (ACC) working mode of the current vehicle, and calculating an ACC request torque value according to the current slope value, the vehicle body weight and the current acceleration when the ACC working mode is a preset activation mode, a preset brake continuation mode, a preset overtaking mode or a preset activation waiting mode; and

[0011] judging whether the current vehicle meets the preset acceleration condition of intelligent driving based on the state information of the front target vehicle, and controlling the vehicle power system to accelerate the current vehicle according to the ACC request torque value when the current vehicle meets the preset acceleration condition of intelligent driving.

[0012] According to the above technical means, the application extends the application of the longitudinal control system in the field of intelligent driving, optimizes the control of the longitudinal system in combination with the working condition and working mode of the current vehicle, thereby meeting more user demands and improving user experience.

[0013] Further, the current vehicle is a hybrid vehicle or a pure electric vehicle, and after calculating the ACC request torque value according to the current slope value, the vehicle body weight and the current acceleration, the method further comprises:

[0014] judging whether the current vehicle meets the preset torque control condition of intelligent driving;

[0015] if the current vehicle meets the preset torque control condition of intelligent driving, controlling the vehicle power system to control the torque of the current vehicle according to the ACC request torque value;

[0016] wherein the preset torque control condition of intelligent driving is:

[0017] No torque request of a higher priority of an electronic stability program ESP is received;

[0018] The ACC request torque value is 0;

[0019] The torque request state of a power control unit PCU of a hybrid vehicle / VCU of a pure electric vehicle is a preset available state;

[0020] The ACC torque request activation state is a preset inactivated state;

[0021] The current vehicle is in the ACC working mode;

[0022] The driver overtaking mode request signal is in a non-driver overtaking state.

[0023] According to the above technical means, the torque control conditions preset by intelligent driving are provided, and the related data such as the working mode and the request state of the current vehicle are logically judged. When the current vehicle meets the preset torque control conditions of intelligent driving, a control instruction is issued to realize corresponding control of the vehicle.

[0024] Further, the current vehicle is a hybrid vehicle or a pure electric vehicle, and after the ACC request torque value is calculated according to the current slope value, the vehicle body weight and the current acceleration, the method further comprises:

[0025] It is judged whether the current vehicle meets a preset prohibition execution of the crawling torque condition;

[0026] If the current vehicle meets the preset prohibition execution of the crawling torque condition, the vehicle power system is controlled not to execute the crawling torque;

[0027] The preset prohibition execution of the crawling torque condition is that the ACC working mode is in the preset activated mode, the preset brake continuation mode, the preset overtaking mode or the preset activated waiting mode.

[0028] According to the above technical means, the shaking and abrupt phenomena of the vehicle can be effectively avoided, and the comfort of the driving process of the vehicle is ensured.

[0029] Further, the control method of the vehicle power system further comprises:

[0030] It is judged whether the current vehicle meets a non-intelligent driving preset vehicle power system torque execution condition;

[0031] If the current vehicle meets the non-intelligent driving preset vehicle power system torque execution condition, the vehicle power system is controlled to control the current vehicle according to the non-intelligent driving preset torque control strategy;

[0032] The current vehicle is the hybrid vehicle or the pure electric vehicle, the non-smart driving preset vehicle power system torque execution condition is:

[0033] No torque request of a higher priority of an electronic stability program (ESP) is received;

[0034] The ACC torque request activation state is a preset inactivated state;

[0035] The current vehicle is not in the ACC working mode.

[0036] According to the above technical means, through the non-smart driving preset torque control condition provided by the application, the working mode and the request state of the current vehicle and other related data are logically judged, and when the current vehicle meets the non-smart driving preset torque control condition, a control instruction is issued to realize the corresponding control of the vehicle.

[0037] Further, the priority of the smart driving preset acceleration condition, the smart driving preset torque control condition, and the preset prohibition execution creep torque condition is higher than that of the non-smart driving preset vehicle power system torque execution condition.

[0038] According to the above technical means, the application divides the priority of the smart driving preset acceleration condition, the smart driving preset torque control condition, and the preset prohibition execution creep torque condition of the power control unit of the system vehicle, so as to realize the optimized control of the vehicle power system under different power.

[0039] Further, the current vehicle is a fuel vehicle, and after calculating the ACC request torque value according to the current slope value, the vehicle body weight, and the current acceleration, the method further comprises:

[0040] Judging whether the ACC torque request activation state of the current vehicle is a preset inactivated state;

[0041] If the ACC torque request activation state is the preset inactivated state, the vehicle power system is controlled to control the current vehicle according to the non-smart driving preset torque control strategy.

[0042] According to the above technical means, when it is judged that the ACC torque request activation state of the current vehicle is a preset inactivated state, the vehicle power system can be controlled to realize the corresponding control of the vehicle according to the non-smart driving preset torque control strategy.

[0043] Further, the above-mentioned control method of the vehicle power system further comprises:

[0044] Detecting the ACC working mode and the deceleration signal state of an automatic emergency braking system (AEB);

[0045] If the ACC working mode is the preset active mode, or the preset brake continuation mode, or the preset override mode, or the preset active waiting mode, or the deceleration signal of the AEB is in the preset active state, the vehicle power system is controlled not to perform energy recovery action, and the vehicle power system is controlled not to perform the acceleration request of the driver.

[0046] According to the above technical means, since the coasting energy recovery of the power system of the system vehicle is uncontrollable, coasting energy recovery is not performed in the corresponding state, thereby ensuring the deceleration effect of the ACC working mode and the response time of the AEB. When the deceleration signal of the AEB is in the preset active state, the power system does not respond to the acceleration request of the driver, thereby ensuring the response time of the AEB.

[0047] Further, the current vehicle is a fuel vehicle, and the preset acceleration condition is:

[0048] No higher priority torque request of the vehicle body stability system ESP is received;

[0049] The ACC request torque value meets the preset effective condition;

[0050] The vehicle EMS torque request state is in the preset available state;

[0051] The ACC torque request active state is in the preset active state.

[0052] According to the above technical means, the power system of the vehicle responds to the torque request of the ACC according to the ACC torque demand accuracy, and controls the acceleration of the vehicle.

[0053] Further, the current vehicle is a hybrid vehicle or a pure electric vehicle, and the preset acceleration condition is:

[0054] No higher priority torque request of the vehicle body stability system ESP is received;

[0055] The ACC request torque value meets the preset effective condition;

[0056] The vehicle PCU / VCU torque request state is in the preset available state;

[0057] The ACC torque request active state is in the preset active state;

[0058] The current vehicle is in the ACC working mode;

[0059] The driver override mode request signal is in the non-driver override state.

[0060] According to the above technical means, the power system of the system vehicle responds to the torque request of the ACC according to the ACC torque demand accuracy, and controls the acceleration of the vehicle, but when the torque request of the driver stepping on the accelerator is greater than the ACC torque request, the power system of the vehicle needs to respond to the acceleration request of the driver in priority.

[0061] The second aspect embodiment of the application provides a control device of a vehicle power system, comprising:

[0062] a collection module, configured to collect a current slope value of a current vehicle, a vehicle body weight, a current acceleration, and state information of a front target vehicle;

[0063] an identification module, configured to identify an adaptive cruise ACC working mode of the current vehicle, and when the ACC working mode is a preset activation mode, a preset brake continuation mode, a preset overtaking mode, or a preset activation waiting mode, calculate an ACC request torque value according to the current slope value, the vehicle body weight, and the current acceleration; and

[0064] a control module, configured to determine whether the current vehicle meets an intelligent driving preset acceleration condition based on the state information of the front target vehicle, and when the current vehicle meets the intelligent driving preset acceleration condition, control a vehicle power system to perform acceleration control on the current vehicle according to the ACC request torque value.

[0065] Further, the current vehicle is a hybrid vehicle or a pure electric vehicle, and after the ACC request torque value is calculated according to the current slope value, the vehicle body weight, and the current acceleration, the identification module is further configured to:

[0066] determine whether the current vehicle meets an intelligent driving preset torque control condition;

[0067] if the current vehicle meets the intelligent driving preset torque control condition, control the vehicle power system to perform torque control on the current vehicle according to the ACC request torque value;

[0068] wherein the intelligent driving preset torque control condition is:

[0069] no torque request of a vehicle body stability system ESP of a higher priority is received;

[0070] the ACC request torque value is 0;

[0071] a power control unit PCU of the hybrid vehicle / VCU of the pure electric vehicle is in a preset available state;

[0072] the ACC torque request activation state is a preset inactivated state;

[0073] the current vehicle is in the ACC operating mode;

[0074] the driver overtaking mode request signal is a non-driver overtaking state.

[0075] Further, the current vehicle is a hybrid vehicle or a pure electric vehicle, and after the ACC request torque value is calculated according to the current slope value, the vehicle body weight, and the current acceleration, the identification module is further configured to:

[0076] determine whether the current vehicle meets a preset prohibition execution of the creep torque condition;

[0077] if the current vehicle meets the preset prohibition execution of the creep torque condition, control the vehicle power system not to execute the creep torque;

[0078] The preset prohibition execution of the creep torque condition is that the ACC operating mode is in the preset activation mode, the preset brake continuation mode, the preset overtaking mode, or the preset activation waiting mode.

[0079] Further, the identification module is further configured to:

[0080] determine whether the current vehicle meets a non-intelligent driving preset vehicle power system torque execution condition;

[0081] if the current vehicle meets the non-intelligent driving preset vehicle power system torque execution condition, control the vehicle power system to control the current vehicle according to a non-intelligent driving preset torque control strategy;

[0082] The current vehicle is the hybrid vehicle or the pure electric vehicle, and the non-intelligent driving preset vehicle power system torque execution condition is:

[0083] no torque request of a higher priority of an electronic stability program (ESP) is received;

[0084] the ACC torque request activation state is a preset inactivation state;

[0085] the current vehicle is not in the ACC operating mode.

[0086] Further, the preset intelligent driving acceleration condition, the intelligent driving preset torque control condition, and the preset prohibition execution of the creep torque condition all have a priority higher than the non-intelligent driving preset vehicle power system torque execution condition.

[0087] Further, the current vehicle is a fuel vehicle, and after the ACC request torque value is calculated according to the current slope value, the vehicle body weight and the current acceleration, the identification module is further configured to:

[0088] determine whether the ACC torque request activation state of the current vehicle is a preset inactivation state;

[0089] if the ACC torque request activation state is the preset inactivation state, control the vehicle power system to control the current vehicle according to a torque control strategy preset for non-intelligent driving.

[0090] Further, the identification module is further configured to:

[0091] detect the ACC working mode and a deceleration signal state of an automatic emergency braking system AEB;

[0092] if the ACC working mode is the preset activation mode, or the preset brake continuation mode, or the preset overtaking mode or the preset activation waiting mode, or the deceleration signal of the AEB is in a preset activation state, control the vehicle power system not to perform energy recovery action, and control the vehicle power system not to perform the acceleration request of the driver.

[0093] Further, the current vehicle is a fuel vehicle, and the preset acceleration condition is:

[0094] no torque request of a higher priority of a vehicle body stability system ESP is received;

[0095] the ACC request torque value meets a preset valid condition;

[0096] the vehicle EMS torque request state is a preset available state;

[0097] the ACC torque request activation state is a preset activation state.

[0098] Further, the current vehicle is a hybrid vehicle or a pure electric vehicle, and the preset acceleration condition is:

[0099] no torque request of a higher priority of a vehicle body stability system ESP is received;

[0100] the ACC request torque value meets a preset valid condition;

[0101] the vehicle PCU / VCU torque request state is a preset available state;

[0102] the ACC torque request activation state is a preset activation state;

[0103] The current vehicle is in the ACC working mode;

[0104] The driver overtaking mode request signal is a non-driver overtaking state.

[0105] The third aspect of the present application provides a vehicle, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor executes the program to implement the control method of the vehicle power system according to the above-mentioned embodiments.

[0106] The fourth aspect of the present application provides a computer readable storage medium having a computer program stored thereon, which is executed by a processor to implement the control method of the vehicle power system according to the above-mentioned embodiments.

[0107] Therefore, the control method of the vehicle power system provided by the present application, by identifying that the adaptive cruise ACC working mode of the current vehicle is a preset activation mode, a preset brake continuation mode, a preset overtaking mode or a preset activation waiting mode, calculating the ACC request torque value according to the slope value, the vehicle body weight and the acceleration of the vehicle, and controlling the vehicle power system to accelerate the current vehicle according to the ACC request torque value when the target vehicle state meets the intelligent driving preset condition. According to the ACC working mode and the AEB activation state, the energy recovery is controlled, and according to the AEB activation state, the response requirement of the power to the driver's acceleration request is clear. Therefore, the problems such as nodding feeling, coasting, jerking, shaking, poor ACC deceleration effect, and AEB response time not timely are solved, so as to meet more user demands and improve user experience.

[0108] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0109] The above-mentioned and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

[0110] Figure 1 A flowchart of a control method of a vehicle power system according to an embodiment of the present application is shown;

[0111] Figure 2 An ACC / AEB energy recovery demand diagram according to an embodiment of the present application is shown;

[0112] Figure 3 A flowchart of a control method of a vehicle power system according to an embodiment of the present application is shown;

[0113] Figure 4A control system structure diagram of a vehicle power system according to an embodiment of the present application;

[0114] Figure 5 An ADAS longitudinal system and power system EMS interaction logic diagram according to an embodiment of the present application;

[0115] Figure 6 An ADAS longitudinal system and power system PCU / VCU interaction logic diagram according to an embodiment of the present application;

[0116] Figure 7 A block diagram of a control device of a vehicle power system according to an embodiment of the present application;

[0117] Figure 8 A structure diagram of a vehicle according to an embodiment of the present application.

[0118] Label explanation: 10, control system of a vehicle power system; 20, control device of a vehicle power system; 100, environment perception module; 200, longitudinal control module; 300, execution module; 400, collection module; 500, identification module; 600, control module; 801, memory; 802, processor; 803, communication interface. DETAILED DESCRIPTION

[0119] Embodiments of the present application are described in detail below with reference to the accompanying drawings. Examples of the embodiments are shown in the drawings, in which the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary and are intended to explain the present application, and cannot be understood as limiting the present application.

[0120] A control method, device, vehicle and storage medium of a vehicle power system according to an embodiment of the present application are described below with reference to the accompanying drawings.

[0121] Before introducing the control method of a vehicle power system according to an embodiment of the present application, a control method of a vehicle power system in the related art is briefly introduced.

[0122] An adaptive cruise low-speed following control method, device and vehicle are proposed in the related art. The method comprises: obtaining vehicle running state information of an electric vehicle and a target tracking vehicle; determining a target output torque of the electric vehicle according to the vehicle running state information; and performing cruise control on the electric vehicle according to the target output torque. The method can optimize the low-speed following control strategy based on the selection of the adaptive cruise working condition, in combination with different driving modes and slope road conditions, can realize the working condition of starting following at 0-15% slope, optimizes the comfort of the low-speed following starting working condition, and greatly improves the comfort of the adaptive cruise low-speed driving of the vehicle in the low-speed traffic jam and slope working condition.

[0123] However, the technology only illustrates the logic and method of the control end of the advanced driver assistance system (ADAS) of a pure electric vehicle, does not illustrate the specific logic of the interaction between the adaptive cruise control and the power system under specific working conditions, does not illustrate the control method of the adaptive cruise control system in the full speed range, and does not illustrate the specific logic of the interaction between the adaptive cruise control, the automatic emergency braking system and the power system when the driver accelerates.

[0124] Based on the above problems, the present application provides a control method of a vehicle power system. In the method, when it is identified that the working mode of the adaptive cruise control ACC of the current vehicle is a preset activation mode, a preset brake continuation mode, a preset overtaking mode or a preset activation waiting mode, the ACC request torque value is calculated according to the slope value, the vehicle body weight and the acceleration of the vehicle, and when the target vehicle state satisfies the intelligent driving preset condition, the vehicle power system is controlled to accelerate the current vehicle according to the ACC request torque value. Thus, the longitudinal system is optimized and controlled according to the working mode of the ACC, the working condition of the ego vehicle, the energy recovery, the crawling torque and the driver operation of the related systems of the whole vehicle. The patent is optimized from these aspects, solves the problems of nodding, coasting down the slope, jerking, shaking, poor ACC deceleration effect and untimely AEB response time, thereby meeting more user demands and improving user experience.

[0125] Specifically, Figure 1 A flowchart of a control method of a vehicle power system provided by an embodiment of the present application.

[0126] As Figure 1 shown, the control method of the vehicle power system includes the following steps:

[0127] In step S101, the current slope value, the vehicle body weight, the current acceleration of the current vehicle and the state information of the target vehicle in front are collected.

[0128] It should be understood that the current slope value of the current vehicle can be collected by the slope sensor of the vehicle itself, the vehicle body weight can be obtained by the parameters of the vehicle itself, the current acceleration can be collected by the acceleration sensor or the speed sensor of the vehicle itself, and the state information of the target vehicle in front can be detected by the radar sensor of the vehicle, wherein the state information of the target vehicle in front can include the lateral distance, the longitudinal distance, the type, the identification condition, the target ID, the target direction and other information of the target vehicle.

[0129] In addition, the embodiment of the present application can also identify the recognition situation of the lane line, the lateral distance from the vehicle center to the lane line, the lane line curvature, and other attributes through the front-looking intelligent camera, and detect the recognition situation, lateral and longitudinal distance, type, target vehicle type, and other information of the front lane line, and fuse the millimeter wave radar data to improve the recognition accuracy of the front target vehicle.

[0130] In step S102, the adaptive cruise ACC working mode of the current vehicle is identified, and when the ACC working mode is a preset activation mode, a preset brake continuation mode, a preset overtaking mode, or a preset activation waiting mode, the ACC request torque value is calculated according to the current slope value, the vehicle body weight, and the current acceleration.

[0131] The ACC working mode can include a preset activation mode, a preset brake continuation mode, a preset overtaking mode, or a preset activation waiting mode, and the like. For example, when the ACC working mode works in the preset activation mode, it can be identified that the current vehicle is in the preset activation mode. The identification methods of other modes are consistent with the identification method of the preset activation mode. To avoid redundancy, details are not described here.

[0132] Specifically, the embodiment of the present application can identify the ACC working mode of the current vehicle. When the ACC working mode is in the preset activation mode, the preset brake continuation mode, the preset overtaking mode, or the preset activation waiting mode, the ACC request torque value can be calculated based on the current slope value, the vehicle body weight, and the current acceleration obtained in the above step S101. The method of calculating the ACC request torque value can use the calculation method in the related art. To avoid redundancy, details are not described here.

[0133] Further, in some embodiments, the current vehicle is a hybrid vehicle or a pure electric vehicle. After calculating the ACC request torque value according to the current slope value, the vehicle body weight, and the current acceleration, it further includes: judging whether the current vehicle satisfies the intelligent driving preset torque control condition; if the current vehicle satisfies the intelligent driving preset torque control condition, controlling the vehicle power system to perform torque control on the current vehicle according to the ACC request torque value; wherein the intelligent driving preset torque control condition is: no higher priority torque request is received by the vehicle body stability system ESP; the ACC request torque value is 0; the power control unit PCU of the hybrid vehicle / VCU torque request state of the pure electric vehicle is in a preset available state; the ACC torque request activation state is in a preset inactivated state; the current vehicle is in the ACC working mode; and the driver overtaking mode request signal is in a non-driver overtaking state.

[0134] Wherein, the intelligent driving preset torque control condition is preset by the person skilled in the art, and when the following conditions are met, the PCU / VCU can execute the torque request issued by the ACC for the vehicle (at this time the ACC issues 0 torque):

[0135] 1) There is no higher priority torque request, such as no torque request received by the vehicle body stability system ESP;

[0136] 2) The ACC torque request value received is 0 torque;

[0137] 3) The PCU / VCU torque request available signal is "available";

[0138] 4) The ACC torque request activation signal is "not activated";

[0139] 5) The cruise control system state is in working condition;

[0140] 6) The driver override mode request signal judged by the PCU / VCU is "non-driver override state".

[0141] Further, in some embodiments, the current vehicle is a hybrid vehicle or a pure electric vehicle, and after calculating the ACC request torque value according to the current slope value, the vehicle body weight and the current acceleration, it further comprises: judging whether the current vehicle meets the preset prohibition of executing the crawling torque condition; if the current vehicle meets the preset prohibition of executing the crawling torque condition, the vehicle power system is controlled not to execute the crawling torque; wherein, the preset prohibition of executing the crawling torque condition is that the ACC working mode is in the preset activation mode, the preset brake continuation mode, the preset override mode or the preset activation waiting mode.

[0142] It can be understood that when the cruise control system state and the automatic emergency braking system are in working condition, during the matching process of ACC / AEB, power system and ESP, the comfort of the vehicle should be ensured, and there should be no obvious shaking, abruptness, etc. Therefore, the hybrid vehicle and the pure electric vehicle power system do not execute the self-crawling torque and other driving vehicle crawling torque.

[0143] Specifically, because the crawling torque of the hybrid vehicle and the pure electric vehicle power system is uncontrollable, it is necessary to prohibit the crawling torque and other driving vehicle crawling torque. The following lists a variety of working conditions that may cause nodding feeling, jerking, etc.:

[0144] 1) When the ACC follows the vehicle and decelerates, if there is a crawling torque, the ESP will increase the pressure, causing the nodding feeling.

[0145] 2) When the ACC follows the vehicle and decelerates, if there is a crawling torque, the ESP will increase the pressure, causing the nodding feeling.

[0146] 3) In overtake mode, powertrain responds to driver torque, no need to respond to ACC torque request. Suggested uniform strategy: prohibit creep torque in overtake mode.

[0147] 4) At low speed 6km / h (can be calibrated), powertrain may have clutch torque (similar to creep torque), which will cause power source to have torque when ACC request torque is 0, resulting in vehicle jolt.

[0148] In step S103, based on the state information of the front target vehicle, it is judged whether the current vehicle satisfies the intelligent driving preset acceleration condition, and when the current vehicle satisfies the intelligent driving preset acceleration condition, the vehicle power system is controlled to accelerate the current vehicle according to the ACC request torque value.

[0149] Among them, the preset acceleration condition refers to that the power system will drive the vehicle to accelerate after receiving the instruction of the ADAS control module.

[0150] Further, in some embodiments, the current vehicle is a fuel vehicle, and the preset acceleration condition is: no higher priority torque request is received by the vehicle body stability system ESP; the ACC request torque value meets the preset valid condition; the vehicle EMS torque request state is in the preset available state; and the ACC torque request activation state is in the preset activation state.

[0151] Specifically, when the fuel vehicle meets the following conditions at the same time, the power system responds to the torque request of the ACC according to the ACC torque demand accuracy, and controls the acceleration of the vehicle.

[0152] 1) No higher priority torque request, such as no torque request received by the vehicle body stability system ESP;

[0153] 2) The ACC torque request value signal received is a valid value;

[0154] 3) The power system torque request available signal is "available";

[0155] 4) The ACC torque request activation signal is "activated".

[0156] Further, in some embodiments, the current vehicle is a hybrid vehicle or a pure electric vehicle, and the preset acceleration condition is: no higher priority torque request is received by the vehicle body stability system ESP; the ACC request torque value meets the preset valid condition; the vehicle PCU / VCU torque request state is in the preset available state; the ACC torque request activation state is in the preset activation state; the current vehicle is in the ACC working mode; and the driver overtake mode request signal is in the non-driver overtake state.

[0157] Specifically, when a hybrid vehicle or a pure electric vehicle simultaneously meets the following conditions, the power system responds to the ACC torque request according to the ACC torque demand accuracy and controls the acceleration of the vehicle.

[0158] 1) There is no higher priority torque request, such as no torque request from the vehicle stability program ESP;

[0159] 2) The ACC torque request value signal received is a valid value;

[0160] 3) The powertrain torque request available signal is “available”;

[0161] 4) ACC torque request activation signal is "activated";

[0162] 5) The cruise system is in working state;

[0163] 6) The driver override mode request signal determined by the power system is "non-driver override state".

[0164] It should be noted that in some embodiments, because hybrid and pure electric vehicles feature brake energy recovery, the present application can also control the hybrid or pure electric vehicle's powertrain and braking system to decelerate the current vehicle according to the following logic: When the ACC requests vehicle deceleration, the fuel vehicle's ACC sends a "brake stop and maintain pressure request" signal requesting the braking system to automatically control deceleration. Upon receiving this signal, the braking system automatically controls the vehicle's deceleration. ACC no longer sends negative torque to the powertrain to perform reverse deceleration. Instead, it only sends target acceleration signals, target acceleration valid signals, and request to stop signals to the braking system ESP, which then distributes the hydraulic and electric braking forces. During this deceleration process, smooth deceleration must be ensured.

[0165] Furthermore, in some embodiments, the current vehicle is a fuel vehicle. After calculating the ACC requested torque value based on the current slope value, vehicle weight and current acceleration, it also includes: determining whether the ACC torque request activation state of the current vehicle is a preset inactivated state; if the ACC torque request activation state is the preset inactivated state, controlling the vehicle power system to control the current vehicle according to the torque control strategy preset for non-intelligent driving.

[0166] It can be understood that in the embodiment of the present application, if the current vehicle is a fuel vehicle, after calculating the ACC requested torque value, the ACC torque request activation status of the current vehicle can also be judged. If the ACC torque request activation status of the current vehicle is a preset inactivated state, that is, the ACC torque request activation signal is "inactivated", the embodiment of the present application can control the vehicle power system to perform corresponding control on the current vehicle based on the torque control strategy preset for non-intelligent driving.

[0167] Further, in some embodiments, the control method of the vehicle power system described above further comprises: determining whether the current vehicle satisfies a non-intelligent driving preset vehicle power system torque execution condition; if the current vehicle satisfies the non-intelligent driving preset vehicle power system torque execution condition, controlling the vehicle power system to control the current vehicle according to the non-intelligent driving preset torque control strategy; when the current vehicle is a hybrid vehicle or a pure electric vehicle, the non-intelligent driving preset vehicle power system torque execution condition is that no higher-priority torque request of an electronic stability program (ESP) is received; the vehicle power system torque request state is a preset available state; the ACC torque request activation state is a preset inactivated state; and the current vehicle is not in an ACC working mode.

[0168] In some embodiments, the priority of the intelligent driving preset acceleration condition, the intelligent driving preset torque control condition, and the preset prohibited execution of the creep torque condition is higher than that of the non-intelligent driving preset vehicle power system torque execution condition.

[0169] That is, the power system preferentially executes the intelligent driving preset acceleration condition, the intelligent driving preset torque control condition, and the preset prohibited execution of the creep torque condition described above, and finally executes torque according to its own logic when the hybrid vehicle and the pure electric vehicle simultaneously satisfy the following conditions:

[0170] 1) no higher-priority torque request, such as no torque request of the ESP being received;

[0171] 2) the ACC torque request activation signal is “inactivated”;

[0172] 3) the cruise system state is not in an ACC working state.

[0173] It should be noted that, during deceleration of the ACC of the hybrid vehicle or the pure electric vehicle, the electric braking force should be preferentially executed when the ESP allocates the electric braking force to the PCU / VCU.

[0174] Further, in some embodiments, the control method of the vehicle power system described above further comprises: detecting an ACC working mode and a deceleration signal state of an automatic emergency braking system (AEB); if the ACC working mode is a preset activated mode, a preset braking continuation mode, a preset override mode, or a preset activated waiting mode, or the deceleration signal of the AEB is in a preset activated state, the vehicle power system is controlled not to execute an energy recovery action, and the vehicle power system is controlled not to execute an acceleration request of a driver.

[0175] Specifically, as shown in FIG. 6, the control method of the vehicle power system comprises the following steps: Figure 2 Figure 2 ​An ACC / AEB to PCU / VCU energy recovery demand diagram of an embodiment of the present application, comprising:

[0176] (1) When the cruise system state is working, the PCU / VCU does not perform its own coasting energy recovery to ensure the ACC deceleration effect, because the coasting energy recovery of the PCU / VCU is uncontrollable.

[0177] (2) During the AEB deceleration process, the EPBi does not allocate brake energy recovery to ensure the response time of the AEB; at the same time, the PCU / VCU does not perform coasting energy recovery when it receives an AEB deceleration request signal of "activation", so as to ensure the response time of the AEB, because the coasting energy recovery of the PCU / VCU is uncontrollable.

[0178] Therefore, when the AEB deceleration signal is in a preset activation state, the EMS / PCU / VCU and other power systems should not respond to the acceleration request of the driver, so as to ensure the AEB braking effect.

[0179] In order to enable those skilled in the art to further understand the control method of the vehicle power system of the embodiments of the present application, the following will be described in detail in combination with Figure 3 and Figure 4 .

[0180] As shown in Figure 3 , a flowchart of the control method of the vehicle power system of an embodiment of the present application is shown, which comprises the following steps: Figure 3

[0181] S301, based on the vehicle power type, the demand of intelligent driving control on the target vehicle is determined.

[0182] The demand of intelligent driving control on the target vehicle is one of the following:

[0183] (1) The vehicle power system is an engine, which is a traditional fuel vehicle, and the demand is "the system demand of intelligent driving on the EMS".

[0184] (2) The vehicle power system is an engine + motor, which is a hybrid vehicle, and the demand is "the system demand of intelligent driving on the PCU".

[0185] (3) The vehicle power system is a motor, which is a pure electric vehicle, and the demand is "the system demand of intelligent driving on the VCU".

[0186] S302, based on the intelligent driving mode in which the vehicle is located, the demand of longitudinal control is determined.

[0187] ​The intelligent driving mode of the vehicle includes a driving mode and a parking mode, and the longitudinal control method in the driving mode is mainly described.

[0188] In S303, a control method for the target is determined based on an intelligent driving mode working state machine of the target vehicle and a working condition of the vehicle.

[0189] The intelligent driving mode working state machine mainly refers to an ACC working mode and an automatic emergency braking working state. The ACC working mode includes four working modes, i.e., a preset activation mode, a preset brake continuation mode, a preset overtaking mode and a preset activation waiting mode, and the automatic emergency braking working state refers to an AEB activation state.

[0190] Further, the special working condition of the vehicle mainly includes:

[0191] (1) When the "ACC working mode" is in the activation mode, the vehicle is in the following working conditions:

[0192] 1) ACC static activation working condition (without stepping on the brake pedal);

[0193] 2) within 3s (calibratable) of following and stopping, if the vehicle has insufficient pressure building and hill rolling;

[0194] 3) within 3s (calibratable) of following and stopping, if the vehicle is normally stopped without hill rolling;

[0195] 4) when the ACC follows and decelerates;

[0196] 5) other conditions.

[0197] (2) When the "ACC working mode" is in the overtaking mode (i.e., the driver actively controls the accelerator pedal), the vehicle is in the following working conditions:

[0198] 1) deceleration braking working condition, the driver overtakes, and the ESP pressure relief process;

[0199] 2) deceleration braking working condition, the driver overtakes, and the ESP pressure relief is completed;

[0200] 3) other conditions.

[0201] Further, as shown in Figure 4 , Fig. 1 is a structural schematic diagram of a control system of a vehicle power system according to an embodiment of the application. Figure 4 Specifically, the control system 10 of the vehicle power system includes an environment perception module 100, a longitudinal control module 200 and an execution module 300.

[0202]

[0203] ​The environment perception module 100 is used for acquiring environment information of a road where a vehicle is located in real time, and determining a target of system control. The target vehicle information in front is detected by a radar or a camera, and the lateral distance, longitudinal distance, type, identification condition, target ID, target direction and other information of the target vehicle are provided.

[0204] It should be noted that the sensor scheme adopted by the present application is not limited to the following scheme, and any sensor scheme capable of identifying a target can be used, and the radar is not limited to a millimeter wave radar.

[0205] For example, in the embodiment of the present application, the environment perception module 100 detects the target vehicle, obstacle and other information in front, side or rear by a radar or a camera, and provides the lateral distance, longitudinal distance, type, identification condition, target ID, target direction and other information of the target vehicle, and the identification condition of the lane line, the lateral distance from the vehicle center to the lane line, and the attribute of the lane line curvature.

[0206] The millimeter wave radar / laser radar is used for detecting the road in front of the vehicle and the vehicle information, collecting the target vehicle in front of the vehicle, and providing the lateral distance, longitudinal distance, type, identification condition, target ID, target direction and other information of the target vehicle. The front-view intelligent camera is used for detecting the identification condition of the front lane line, the lateral and longitudinal distance, the type, and the target vehicle type, and fusing the millimeter wave radar data to improve the identification accuracy of the target vehicle in front.

[0207] The longitudinal control module 200 is used for logically judging the data provided by the environment perception module 100 based on the longitudinal system function, and sending a control instruction to the execution module 300.

[0208] Specifically, as shown in Figure 5 , Figure 6 , Figure 5 is an interaction logic diagram of an ADAS longitudinal system and an EMS of a power system according to an embodiment of the present application, Figure 6 is an interaction logic diagram of an ADAS longitudinal system and a PCU / VCU of a power system according to an embodiment of the present application. The sending logic of the longitudinal control module 200 for different working conditions includes: torque interaction logic of the cruise system and the EMS / PCU / VCU.

[0209] The ACC request torque value is calculated and output according to the conditions such as slope, vehicle weight and acceleration; the ACC request torque interacting with the PCU / VCU is the wheel end torque at the wheel end, and the unit is Nm; the ACC request torque interacting with the EMS is the wheel end torque at the wheel end, and the unit is percentage. The working state of the cruise system, i.e., the ACC working mode, is in four working modes of a preset activation mode, a preset brake continuation mode, a preset override mode and a preset activation waiting mode, and the details are shown in Table 1.

[0210] Table 1

[0211]

[0212]

[0213]

[0214] Wherein, EMS / PCU / VCU can determine whether the "torque request available" signal is available according to the state of the power source components such as battery and motor.

[0215] Fuel vehicle:

[0216] (1) When the following conditions are met at the same time, EMS can respond to the torque request of ACC according to the ACC torque demand accuracy, and control the acceleration of the vehicle:

[0217] 1) There is no higher priority torque request, such as no torque request received from the vehicle body stability system ESP;

[0218] 2) The ACC torque request value signal received is a valid value;

[0219] 3) The power system torque request available signal is "available";

[0220] 4) The ACC torque request activation signal is "activated";

[0221] (2) When the ACC torque request activation signal is "not activated", EMS executes torque according to its own logic.

[0222] (3) When the EMS torque request available signal is "not available", ACC receives this signal and alarms.

[0223] Hybrid vehicle and pure electric vehicle:

[0224] (1) When the following conditions are met at the same time, PCU / VCU can respond to the torque request of ACC according to the ACC torque demand accuracy, and control the acceleration of the vehicle:

[0225] 1) There is no higher priority torque request, such as no torque request received from the vehicle body stability system ESP;

[0226] 2) The ACC torque request value signal received is a valid value;

[0227] 3) The PCU / VCU torque request available signal is "available";

[0228] 4) The ACC torque request activation signal is "activated";

[0229] 5) Cruise system status is working state;

[0230] 6) Driver override mode request signal judged by PCU / VCU is "non-driver override state".

[0231] In addition, to avoid the torque fluctuation and the un-timely response of PCU / VCU caused by the small torque issued by ACC, when the ACC torque request value is converted to the torque value at the power source end and rises to 3 Nm (which can be calibrated) or falls to less than 0.2 Nm (which can be calibrated), PCU / VCU does not respond to the ACC torque request.

[0232] (2) When the following conditions are met at the same time, PCU / VCU can execute the torque request issued by ACC on the vehicle (at this time ACC issues 0 torque):

[0233] 1) There is no higher priority torque request, such as no torque request received from the vehicle body stability system ESP;

[0234] 2) The ACC torque request value received is 0 torque;

[0235] 3) PCU / VCU torque request available signal is "available";

[0236] 4) ACC torque request activation signal is "not activated";

[0237] 5) Cruise system status is working state;

[0238] 6) Driver override mode request signal judged by PCU / VCU is "non-driver override state".

[0239] (3) ACC's creep torque demand on PCU / VCU and other torque demand for driving the vehicle to creep:

[0240] When the cruise system status is working state, PCU / VCU does not execute its own creep torque and other torque for driving the vehicle to creep. In the matching process of ACC, PCU / VCU and ESP, the comfort of the vehicle should be ensured and there should be no obvious shaking, abruptness, etc. Since the creep torque of PCU / VCU is uncontrollable, in order to solve the following nodding feeling, jolt, etc., the creep torque and other torque for driving the vehicle to creep need to be prohibited.

[0241] 1) When ACC decelerates while following a vehicle, if there is creep torque, ESP will increase the pressure, resulting in nodding feeling.

[0242] 2) When ACC enters "activation waiting" while following a stopped vehicle on a slope, if there is creep torque, to prevent the vehicle from sliding down the slope on the slope, ESP will increase the holding pressure, resulting in obvious nodding feeling.

[0243] 3) In overtake mode, PCU / VCU responds to driver torque, no need to respond to ACC torque request, recommended unified strategy: prohibit creep torque in overtake mode.

[0244] 4) At low speed 6km / h (can be calibrated), PCU may have clutch torque (similar to creep torque), this torque will cause ACC request torque to be 0, the power source still has torque, resulting in vehicle jolt.

[0245] (4) After PCU / VCU executes the above (1) (2) (3) conditions, finally when the following conditions are met, PCU / VCU executes torque according to its own logic.

[0246] 1) No higher priority torque request, such as no torque request from vehicle body stability system ESP; 2) ACC

[0247] Torque request activation signal "not activated";

[0248] 3) When the cruise system state is not in working state.

[0249] It should be noted that during deceleration, when ESP allocates electric braking force to PCU / VCU, the electric braking force should be given priority.

[0250] (5) When the PCU / VCU torque request available signal is "not available", ACC receives this signal for alarm.

[0251] The execution module 300 mainly refers to the EMS / PCU / VCU power drive system and the ESP braking system, which is used to receive the instructions of the control module 200 to accelerate or decelerate the vehicle.

[0252] Specifically, when ACC requests vehicle acceleration, the power system drives the vehicle to accelerate after receiving the instructions of the ADAS control module; when ACC requests vehicle deceleration, the fuel vehicle ACC sends a "stop and hold request" signal to request the braking system to control deceleration by itself, and the braking system controls the vehicle to decelerate by itself after receiving the signal. Hybrid vehicles and electric vehicles no longer send negative torque to the power system to perform reverse drag deceleration, but only send target acceleration signal, target acceleration valid signal, request stop signal, etc. to the braking system ESP, and the braking system ESP allocates hydraulic braking force and electric braking force. During this deceleration process, the smoothness of deceleration needs to be ensured.

[0253] According to the control method of the vehicle power system provided in the embodiments of the present application, when it is identified that the adaptive cruise control ACC working mode of the current vehicle is a preset activation mode, a preset brake continuation mode, a preset overtaking mode or a preset activation waiting mode, the ACC request torque value is calculated according to the slope value, the vehicle body weight and the acceleration of the vehicle, and when the target vehicle state meets the intelligent driving preset condition, the vehicle power system is controlled to accelerate the current vehicle according to the ACC request torque value. In this way, the longitudinal system is optimized and controlled according to the working mode of the ACC, the working condition of the ego vehicle, the energy recovery of the whole vehicle related system, the creeping torque, the driver operation and other influencing factors. The present patent optimizes from these aspects, solves the problems of nodding feeling, coasting down, jerking, shaking, poor ACC deceleration effect, untimely AEB response time and the like, thereby meeting more user demands and improving user experience.

[0254] Secondly, the control device of the vehicle power system provided in the embodiments of the present application is described with reference to the accompanying drawings.

[0255] Figure 7 is a block schematic diagram of the control device of the vehicle power system in the embodiments of the present application.

[0256] As shown in Figure 7 , the control device 20 of the vehicle power system comprises a collection module 400, an identification module 500 and a control module 600.

[0257] The collection module 400 is configured to collect the current slope value, the vehicle body weight, the current acceleration of the current vehicle and the state information of the front target vehicle.

[0258] The identification module 500 is configured to identify the adaptive cruise control ACC working mode of the current vehicle, and when the ACC working mode is a preset activation mode, a preset brake continuation mode, a preset overtaking mode or a preset activation waiting mode, calculate the ACC request torque value according to the current slope value, the vehicle body weight and the current acceleration; and

[0259] The control module 600 is configured to determine whether the current vehicle meets the intelligent driving preset acceleration condition based on the state information of the front target vehicle, and when the current vehicle meets the intelligent driving preset acceleration condition, control the vehicle power system to accelerate the current vehicle according to the ACC request torque value.

[0260] Further, in some embodiments, the current vehicle is a hybrid vehicle or a pure electric vehicle, and after the ACC request torque value is calculated according to the current slope value, the vehicle body weight and the current acceleration, the identification module 500 is further configured to:

[0261] determine whether the current vehicle meets the intelligent driving preset torque control condition;

[0262] if the current vehicle meets the intelligent driving preset torque control condition, controlling the vehicle power system to perform torque control on the current vehicle according to the ACC requested torque value;

[0263] The intelligent driving preset torque control condition is:

[0264] No torque request of a higher priority of an electronic stability program (ESP) is received;

[0265] The ACC requested torque value is 0;

[0266] A power control unit (PCU) torque request state of a hybrid vehicle or a VCU torque request state of a pure electric vehicle is a preset available state;

[0267] An ACC torque request activation state is a preset inactivated state;

[0268] The current vehicle is in an ACC working mode;

[0269] A driver overtaking mode request signal is in a non-driver overtaking state.

[0270] Further, in some embodiments, the current vehicle is a hybrid vehicle or a pure electric vehicle, and after the ACC requested torque value is calculated according to the current slope value, the vehicle body weight, and the current acceleration, the identification module 500 is further configured to:

[0271] determine whether the current vehicle meets a preset prohibition execution of the creep torque condition;

[0272] if the current vehicle meets the preset prohibition execution of the creep torque condition, controlling the vehicle power system not to perform the creep torque;

[0273] The preset prohibition execution of the creep torque condition is that the ACC working mode is in a preset activated mode, a preset brake continuation mode, a preset overtaking mode, or a preset activated waiting mode.

[0274] Further, in some embodiments, the identification module 500 is further configured to:

[0275] determine whether the current vehicle meets a non-intelligent driving preset vehicle power system torque execution condition;

[0276] if the current vehicle meets the non-intelligent driving preset vehicle power system torque execution condition, controlling the vehicle power system to control the current vehicle according to a non-intelligent driving preset torque control strategy;

[0277] The current vehicle is a hybrid vehicle or a pure electric vehicle, and the non-intelligent driving preset vehicle power system torque execution condition is:

[0278] No higher priority torque request from the vehicle body stability system ESP is received;

[0279] The ACC torque request activation state is a preset inactivated state;

[0280] The current vehicle is not in an ACC operating mode.

[0281] Further, in some embodiments, the priority of the intelligent driving preset acceleration condition, the intelligent driving preset torque control condition, and the preset condition for prohibiting execution of the creep torque are all higher than the non-intelligent driving preset vehicle power system torque execution condition.

[0282] Further, in some embodiments, the current vehicle is a fuel vehicle, and after the ACC request torque value is calculated according to the current slope value, the vehicle body weight, and the current acceleration, the recognition module 500 is further configured to:

[0283] determine whether the ACC torque request activation state of the current vehicle is a preset inactivated state;

[0284] If the ACC torque request activation state is the preset inactivated state, the vehicle power system is controlled according to the non-intelligent driving preset torque control strategy to control the current vehicle.

[0285] Further, in some embodiments, the recognition module 500 is further configured to:

[0286] detect an ACC operating mode and a deceleration signal state of an automatic emergency braking system AEB;

[0287] If the ACC operating mode is a preset activated mode, or a preset brake continuation mode, or a preset override mode, or a preset activated waiting mode, or the deceleration signal of the AEB is a preset activated state, the vehicle power system is controlled not to perform an energy recovery action, and the vehicle power system is controlled not to execute an acceleration request of the driver.

[0288] Further, in some embodiments, the current vehicle is a fuel vehicle, and the preset acceleration condition is:

[0289] No higher priority torque request from the vehicle body stability system ESP is received;

[0290] The ACC request torque value meets a preset valid condition;

[0291] The vehicle EMS torque request state is a preset available state;

[0292] The ACC torque request activation state is a preset activated state.

[0293] Further, in some embodiments, the current vehicle is a hybrid vehicle or a pure electric vehicle, and the preset acceleration condition is:

[0294] No torque request of higher priority of the vehicle body stability system ESP is received;

[0295] The ACC request torque value meets a preset valid condition;

[0296] The vehicle PCU / VCU torque request state is a preset available state;

[0297] The ACC torque request activation state is a preset activation state;

[0298] The current vehicle is in an ACC working mode;

[0299] The driver overtaking mode request signal is in a non-driver overtaking state.

[0300] It should be noted that the foregoing explanation and description of the embodiment of the vehicle power system control method also apply to the vehicle power system control device of the embodiment, which will not be described here again.

[0301] The vehicle power system control device provided by the embodiment of the application, by identifying that the adaptive cruise ACC working mode of the current vehicle is a preset activation mode, a preset brake continuation mode, a preset overtaking mode or a preset activation waiting mode, calculating the ACC request torque value according to the slope value, the vehicle body weight and the acceleration of the vehicle, and controlling the vehicle power system to accelerate the current vehicle according to the ACC request torque value when the target vehicle state meets the intelligent driving preset condition, thereby optimizing the control of the longitudinal system according to the working mode of the ACC, the working condition of the ego vehicle, the energy recovery of the whole vehicle associated system, the creeping torque, the driver operation and other influencing factors. This patent optimizes from these aspects, solves the problems of nodding feeling, coasting down, jolt, shaking, poor ACC deceleration effect, AEB response time not timely and the like, thereby meeting more user demands and improving user experience.

[0302] Figure 8 The vehicle provided by the embodiment of the application is shown in the structural schematic diagram. The vehicle can include:

[0303] The memory 801, the processor 802 and the computer program stored in the memory 801 and executable on the processor 802.

[0304] The processor 802 implements the vehicle power system control method provided in the above embodiments when executing the program.

[0305] Further, the vehicle further includes:

[0306] The communication interface 803 is used for communication between the memory 801 and the processor 802.

[0307] The memory 801 is configured to store a computer program executable in the processor 802.

[0308] The memory 801 can include a high-speed RAM (Random Access Memory) memory, and can further include a nonvolatile memory such as at least one disk memory.

[0309] If the memory 801, the processor 802 and the communication interface 803 are independently implemented, the communication interface 803, the memory 801 and the processor 802 can be connected through a bus and complete communication between each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, Figure 8 In the figure, only one thick line is used to represent, but it does not mean that there is only one bus or one type of bus.

[0310] Optionally, in a specific implementation, if the memory 801, the processor 802 and the communication interface 803 are integrated on a chip, the memory 801, the processor 802 and the communication interface 803 can complete communication between each other through an internal interface.

[0311] The processor 802 can be a CPU (Central Processing Unit), or an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of the present application.

[0312] The embodiments of the present application also provide a computer readable storage medium, which has stored a computer program, and the program is executed by the processor to implement the control method of the vehicle power system as above.

[0313] In the description of the application, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the application. In the description of the application, the illustrative description of the above terms is not necessarily directed to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or N embodiments or examples. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the description and the features of the different embodiments or examples, without contradiction.

[0314] In addition, the terms "first", "second" are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include at least one of the features. In the description of the application, the meaning of "N" is at least two, for example, two, three, etc., unless otherwise explicitly specified.

[0315] Any process or method descriptions in flow charts or otherwise described herein can be understood as representing code modules, segments, or portions of code that include one or more executable instructions for implementing the specified logical functions or steps, and the preferred embodiments of the application include additional or fewer steps or methods, as appropriate or desired, and that the steps or methods represented in flow charts can be implemented in an order different than those that are described. Many of the steps or methods can be carried out in parallel, sequentially, or in any order, as appropriate or desired, by, for example, hardware, firmware, software, or any combination thereof.

[0316] It should be understood that portions of the application can be implemented in hardware, software, firmware, or combinations thereof. In the above embodiments, the N steps or methods can be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As in another embodiment, if implemented in hardware, any of the following technologies known in the art or their combinations can be used: discrete logic circuit with logic gate circuit for implementing logical functions on data signals, application specific integrated circuit with appropriate combination logic gate circuit, programmable gate array, field programmable gate array, etc.

[0317] Those skilled in the art of the art can understand that all or part of the steps carried out by the above-mentioned embodiment method can be completed by a program instructing the relevant hardware, and the program can be stored in a computer readable storage medium. The program, when executed, includes one or a combination of steps of the method embodiment.

[0318] Although the embodiments of the present application have been shown and described above, it is understood that the above-described embodiments are exemplary and are not to be construed as limiting the present application, and that changes, modifications, substitutions and variations can be made by those skilled in the art without departing from the scope of the present application.

Claims

1. A method for controlling a vehicle power system, characterized in that: The following steps are involved: Collect the current vehicle's current slope value, vehicle weight, current acceleration, and status information of the target vehicle in front; identifying an adaptive cruise control (ACC) operating mode of the current vehicle, and calculating an ACC requested torque value based on the current slope value, the vehicle weight, and the current acceleration when the ACC operating mode is a preset activation mode, a preset braking continuation mode, a preset overtaking mode, or a preset activation waiting mode; as well as determining, based on status information of a preceding target vehicle, whether the current vehicle satisfies a preset intelligent driving acceleration condition, and controlling a vehicle power system to accelerate the current vehicle according to the ACC requested torque value if the current vehicle satisfies the preset intelligent driving acceleration condition; Also includes: Detecting the ACC operating mode and the deceleration signal status of the automatic emergency braking system AEB; If the ACC operating mode is the preset activation mode, or the preset braking continuation mode, or the preset overtaking mode or the preset activation waiting mode, or when the AEB deceleration signal is in the preset activation state, the vehicle power system is controlled not to perform energy recovery action, and the vehicle power system is controlled not to execute the driver's acceleration request.

2. The method according to claim 1, characterized in that The current vehicle is a hybrid vehicle or a pure electric vehicle. After calculating the ACC requested torque value according to the current slope value, the vehicle weight, and the current acceleration, the method further includes: Determining whether the current vehicle meets a preset torque control condition for intelligent driving; If the current vehicle meets the intelligent driving preset torque control condition, controlling the vehicle power system to perform torque control on the current vehicle according to the ACC requested torque value; The intelligent driving preset torque control condition is: The ESP torque request with higher priority is not received. The ACC requested torque value is 0; The power control unit PCU of a hybrid vehicle / the VCU of a pure electric vehicle has a torque request state that is a preset available state; The ACC torque request activation state is a preset inactivated state; The current vehicle is in the ACC working mode; The driver override mode request signal is in a non-driver override state.

3. The method according to claim 2, characterized in that The current vehicle is a hybrid vehicle or a pure electric vehicle. After calculating the ACC requested torque value according to the current slope value, the vehicle weight, and the current acceleration, the method further includes: Determining whether the current vehicle meets a preset creep torque prohibition condition; If the current vehicle meets the preset creep torque prohibition condition, controlling the vehicle power system to not execute creep torque; The preset creep torque prohibition condition is that the ACC working mode is in the preset activation mode, the preset braking continuation mode, the preset overtaking mode or the preset activation waiting mode.

4. The method according to claim 3, characterized in that Also includes: Determining whether the current vehicle meets the vehicle power system torque execution conditions preset for non-intelligent driving; If the current vehicle meets the vehicle power system torque execution condition preset by the non-intelligent driving, controlling the vehicle power system to control the current vehicle according to the torque control strategy preset by the non-intelligent driving; The current vehicle is the hybrid vehicle or the pure electric vehicle, and the vehicle power system torque execution condition preset by the non-intelligent driving is: The ESP torque request with higher priority is not received. The ACC torque request activation state is a preset inactivated state; The current vehicle is not in the ACC working mode.

5. The method according to claim 4, characterized in that The priorities of the intelligent driving preset acceleration condition, the intelligent driving preset torque control condition, and the preset prohibition of creep torque condition are all higher than the vehicle power system torque execution condition preset for non-intelligent driving.

6. The method according to claim 1, characterized in that The current vehicle is a fuel vehicle, and after calculating the ACC requested torque value according to the current slope value, the vehicle weight, and the current acceleration, the method further includes: determining whether the ACC torque request activation state of the current vehicle is a preset inactivated state; If the ACC torque request activation state is the preset inactive state, the vehicle power system is controlled to control the current vehicle according to the torque control strategy preset for non-intelligent driving.

7. The method according to claim 1, characterized in that The current vehicle is a fuel vehicle, and the preset acceleration condition is: The ESP torque request with higher priority is not received. The ACC requested torque value meets the preset validity conditions; The vehicle EMS torque request state is a preset available state; The ACC torque request activation state is a preset activation state.

8. The method according to claim 1, characterized in that The current vehicle is a hybrid vehicle or a pure electric vehicle, and the preset acceleration condition is: The ESP torque request with higher priority is not received. The ACC requested torque value meets the preset validity conditions; The vehicle PCU / VCU torque request state is a preset available state; The ACC torque request activation state is a preset activation state; The current vehicle is in the ACC working mode; The driver override mode request signal is in a non-driver override state.

9. A control device for a vehicle power system, characterized in that: include: The acquisition module is used to collect the current slope value of the current vehicle, the vehicle weight, the current acceleration and the status information of the target vehicle in front; an identification module, configured to identify the current adaptive cruise control (ACC) operating mode of the vehicle and, when the ACC operating mode is a preset activation mode, a preset braking continuation mode, a preset overtaking mode, or a preset activation waiting mode, calculate an ACC requested torque value based on the current slope value, the vehicle weight, and the current acceleration; as well as a control module, configured to determine, based on status information of a preceding target vehicle, whether the current vehicle satisfies a preset intelligent driving acceleration condition, and, if the current vehicle satisfies the preset intelligent driving acceleration condition, control a vehicle power system to accelerate the current vehicle according to the ACC requested torque value; Also includes: Detecting the ACC operating mode and the deceleration signal status of the automatic emergency braking system AEB; If the ACC operating mode is the preset activation mode, or the preset braking continuation mode, or the preset overtaking mode or the preset activation waiting mode, or when the AEB deceleration signal is in the preset activation state, the vehicle power system is controlled not to perform energy recovery action, and the vehicle power system is controlled not to execute the driver's acceleration request.

10. The device according to claim 9, characterized in that The current vehicle is a hybrid vehicle or a pure electric vehicle. After calculating the ACC requested torque value based on the current slope value, the vehicle body weight, and the current acceleration, the identification module is further configured to: Determining whether the current vehicle meets a preset torque control condition for intelligent driving; If the current vehicle meets the intelligent driving preset torque control condition, controlling the vehicle power system to perform torque control on the current vehicle according to the ACC requested torque value; The intelligent driving preset torque control condition is: The ESP torque request with higher priority is not received. The ACC requested torque value is 0; The power control unit PCU of a hybrid vehicle / the VCU of a pure electric vehicle has a torque request state that is a preset available state; The ACC torque request activation state is a preset inactivated state; The current vehicle is in the ACC working mode; The driver override mode request signal is in a non-driver override state.

11. The device according to claim 10, characterized in that The current vehicle is a hybrid vehicle or a pure electric vehicle. After calculating the ACC requested torque value based on the current slope value, the vehicle body weight, and the current acceleration, the identification module is further configured to: Determining whether the current vehicle meets a preset creep torque prohibition condition; If the current vehicle meets the preset creep torque prohibition condition, controlling the vehicle power system to not execute creep torque; The preset creep torque prohibition condition is that the ACC working mode is in the preset activation mode, the preset braking continuation mode, the preset overtaking mode or the preset activation waiting mode.

12. The device according to claim 11, characterized in that The identification module is further used to: Determining whether the current vehicle meets the vehicle power system torque execution conditions preset for non-intelligent driving; If the current vehicle meets the vehicle power system torque execution condition preset by the non-intelligent driving, controlling the vehicle power system to control the current vehicle according to the torque control strategy preset by the non-intelligent driving; The current vehicle is the hybrid vehicle or the pure electric vehicle, and the vehicle power system torque execution condition preset by the non-intelligent driving is: The ESP torque request with higher priority is not received. The ACC torque request activation state is a preset inactivated state; The current vehicle is not in the ACC working mode.

13. The device according to claim 12, characterized in that The priorities of the intelligent driving preset acceleration condition, the intelligent driving preset torque control condition, and the preset prohibition of creep torque condition are all higher than the vehicle power system torque execution condition preset for non-intelligent driving.

14. The device according to claim 9, characterized in that The current vehicle is a fuel vehicle. After calculating the ACC requested torque value based on the current slope value, the vehicle body weight, and the current acceleration, the identification module is further configured to: determining whether the ACC torque request activation state of the current vehicle is a preset inactivated state; If the ACC torque request activation state is the preset inactive state, the vehicle power system is controlled to control the current vehicle according to the torque control strategy preset for non-intelligent driving.

15. The device according to claim 9, characterized in that The current vehicle is a fuel vehicle, and the preset acceleration condition is: The ESP torque request with higher priority is not received. The ACC requested torque value meets the preset validity conditions; The vehicle EMS torque request state is a preset available state; The ACC torque request activation state is a preset activation state.

16. The device according to claim 9, characterized in that The current vehicle is a hybrid vehicle or a pure electric vehicle, and the preset acceleration condition is: The ESP torque request with higher priority is not received. The ACC requested torque value meets the preset validity conditions; The vehicle PCU / VCU torque request state is a preset available state; The ACC torque request activation state is a preset activation state; The current vehicle is in the ACC working mode; The driver override mode request signal is in a non-driver override state.

17. A vehicle, characterized in that: include: 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 vehicle power system control method according to any one of claims 1 to 8.

18. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the vehicle power system control method according to any one of claims 1 to 8.

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