Driver demand torque analysis method, device, vehicle, equipment and medium

Abstract

The present invention relates to a method, device, vehicle, equipment and medium for analyzing driver demand torque, which realizes adaptive adjustment of the vehicle torque when the resistance changes under different road environments, so that the driver can still obtain the desired driving effect without changing the accelerator pedal operation. This method is more suitable for the actual state of the vehicle than the driver's manual intervention, the vehicle travels more smoothly, and the driver can obtain a good driving experience. The method includes: determining a target acceleration representing the driver's demand based on the current driving mode, actual vehicle speed, actual accelerator pedal opening and actual brake pressure of the vehicle; determining an initial target torque based on the target acceleration and actual vehicle speed; determining a closed-loop control torque based on the current actual vehicle speed, actual acceleration, torque reaching boundary mark and target acceleration of the vehicle; and determining a final target torque representing the driver's demand based on the initial target torque, closed-loop control torque and the current whole wheel end torque boundary range of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicle or hybrid electric vehicle power system control, and in particular to a driver demand torque analysis method, device, vehicle, equipment and medium. Background Art

[0002] In current technology, driver demand is typically characterized directly using the driver's desired torque. For example, this is achieved by calculating resistance, steady-state speed characteristics, and acceleration characteristics, thereby deriving the driver's desired torque at various vehicle speeds and throttle openings. This calculation of the original driver's demand is cumbersome, and the torque is controlled in an open-loop manner. This method does not adapt well to changes in road grade, such as vehicle acceleration on downhill roads or increased resistance on uphill roads. The driver must repeatedly adjust the throttle to adapt to road conditions, resulting in a poor driving experience. Summary of the Invention

[0003] The present invention provides a driver demand torque analysis method, device, vehicle, equipment and medium for realizing adaptive adjustment of the vehicle torque when the resistance changes under different road environments, so that the driver can still obtain the desired driving effect without changing the accelerator pedal operation. The adaptive final target torque is more suitable for the actual state of the vehicle than the driver's manual intervention, the vehicle travels more smoothly, and the driver can obtain a good driving experience.

[0004] The technical solution of the present invention is:

[0005] An embodiment of the present invention provides a method for analyzing driver demand torque, the method comprising:

[0006] Obtain the vehicle's current driving mode, actual vehicle speed, actual acceleration, actual brake master cylinder pressure, actual accelerator pedal opening, wheel-end torque boundary range, and a torque-reaching boundary flag indicating whether the final target torque outputted last time exceeds the wheel-end torque boundary range determined for the corresponding cycle;

[0007] Determine the target acceleration that represents the driver's needs based on the vehicle's current driving mode, actual vehicle speed, actual accelerator pedal opening, and actual brake master cylinder pressure;

[0008] Determine the initial target torque based on the target acceleration and actual vehicle speed;

[0009] Determine the closed-loop control torque based on the vehicle's current actual speed, actual acceleration, torque reaching boundary mark and target acceleration;

[0010] The final target torque representing the driver's demand is determined based on the initial target torque, the closed-loop control torque and the current wheel-end torque boundary range of the vehicle.

[0011] Preferably, the step of determining the target acceleration representing the driver's demand based on the current driving mode, actual vehicle speed, actual accelerator pedal opening, and actual brake master cylinder pressure of the vehicle includes:

[0012] Determine the initial acceleration based on the vehicle's current driving mode, actual vehicle speed, and actual accelerator pedal opening;

[0013] The initial acceleration is corrected according to the current actual vehicle speed and actual brake master cylinder pressure to obtain a target acceleration representing the driver's demand.

[0014] Preferably, the step of determining the initial acceleration according to the current driving mode, actual vehicle speed, and actual accelerator pedal opening of the vehicle includes:

[0015] Selecting a target predetermined correspondence table corresponding to the current driving mode of the vehicle from a plurality of predetermined correspondence tables representing driving modes, actual vehicle speeds, actual accelerator pedal openings, and initial accelerations;

[0016] The initial acceleration corresponding to the actual acceleration and the actual accelerator pedal opening is determined by interpolation from the target predetermined correspondence table.

[0017] Preferably, the driving mode includes a sports mode and an economic mode, wherein:

[0018] Under the same actual vehicle speed and actual accelerator pedal opening conditions, the initial acceleration value determined in the predetermined correspondence table corresponding to the sport mode is greater than the initial acceleration value determined in the predetermined correspondence table corresponding to the economy mode;

[0019] In a predetermined correspondence table, when the actual accelerator pedal opening remains unchanged, the initial acceleration is negatively correlated with the actual vehicle speed;

[0020] In a predetermined correspondence table, when the vehicle speed remains unchanged, the initial acceleration is positively correlated with the actual accelerator pedal opening.

[0021] Preferably, the step of correcting the initial acceleration according to the current actual vehicle speed and actual brake master cylinder pressure to obtain a target acceleration representing the driver's demand includes:

[0022] According to a predetermined correspondence between the actual vehicle speed, the actual brake master cylinder pressure and the brake correction factor, a corresponding brake correction factor is determined by looking up a table;

[0023] The braking correction factor is multiplied by the initial acceleration to obtain a target acceleration.

[0024] Preferably, the step of determining the closed-loop control torque according to the current actual vehicle speed, actual acceleration, torque reaching boundary mark and target acceleration includes:

[0025] If the torque reaches the boundary mark, indicating that the final target torque outputted last time exceeds the boundary range of the entire wheel end torque of the corresponding cycle, the closed-loop control torque calculated last time is frozen, and the frozen closed-loop control torque is determined as the currently required closed-loop control torque;

[0026] If the torque reaches the boundary mark, indicating that the final target torque outputted last time is within the boundary range of the entire wheel end torque of the corresponding cycle, the difference between the target acceleration and the actual acceleration is first determined;

[0027] Then executing: determining a corresponding P-term correction coefficient value based on a predetermined correspondence between the difference, the actual vehicle speed, and the P-term correction coefficient; determining a corresponding I-term correction coefficient value based on a predetermined correspondence between the integral of the difference, the actual vehicle speed, and the I-term correction coefficient; determining a corresponding D-term correction coefficient value based on a predetermined correspondence between the differential of the difference, the actual vehicle speed, and the D-term correction coefficient; and adding the P-term correction coefficient value, the I-term correction coefficient value, and the D-term correction coefficient value to obtain a PID correction coefficient;

[0028] Finally, the PID correction coefficient is multiplied by the preset acceleration reference torque to obtain the currently required closed-loop control torque.

[0029] Preferably, the step of determining the initial target torque according to the target acceleration and the actual vehicle speed includes:

[0030] Determine the vehicle's sliding resistance based on the actual vehicle speed;

[0031] The initial target torque is determined according to the target acceleration, vehicle sliding resistance and the inherent parameters of the vehicle.

[0032] Preferably, the inherent parameters of the vehicle include the vehicle mass and the tire radius of the vehicle. The step of determining the initial target torque according to the target acceleration, the vehicle sliding resistance and the inherent parameters of the vehicle includes:

[0033] Determine the wheel-end driving force based on the vehicle mass, target acceleration and vehicle sliding resistance;

[0034] Determine the initial target torque based on the tire driving force and the tire radius of the vehicle.

[0035] Preferably, the step of determining the final target torque representing the driver's demand based on the initial target torque, the closed-loop control torque, and the current wheel-end torque boundary range of the vehicle includes:

[0036] Adding the initial target torque and the closed-loop control torque to obtain a closed-loop target torque;

[0037] If the closed-loop target torque is within the current wheel-end torque boundary range of the vehicle, determining the closed-loop target torque as the final target torque;

[0038] If the closed-loop target torque is greater than or equal to the maximum value of the current wheel-end torque boundary range of the vehicle, the maximum value of the current wheel-end torque boundary range of the vehicle is the final target torque;

[0039] If the closed-loop target torque is less than or equal to the minimum value of the current whole wheel end torque boundary range of the whole vehicle, the minimum value of the current whole wheel end torque boundary range of the whole vehicle is the final target torque.

[0040] The present invention further provides a driver demand torque analysis device, the device comprising:

[0041] An acquisition module is used to obtain the vehicle's current driving mode, actual vehicle speed, actual acceleration, actual brake master cylinder pressure, actual accelerator pedal opening, wheel-end torque boundary range, and a torque-reaching boundary flag indicating whether the final target torque outputted last time exceeds the wheel-end torque boundary range determined for the corresponding cycle;

[0042] The target acceleration determination module is used to determine the target acceleration that represents the driver's demand based on the vehicle's current driving mode, actual vehicle speed, actual accelerator pedal opening, and actual brake master cylinder pressure;

[0043] An initial target torque determination module, configured to determine an initial target torque based on a target acceleration and an actual vehicle speed;

[0044] The closed-loop control torque determination module is used to determine the closed-loop control torque based on the vehicle's current actual speed, actual acceleration, torque reaching boundary mark and target acceleration;

[0045] The final target torque determination module is used to determine the final target torque that represents the driver's demand based on the initial target torque, the closed-loop control torque and the current wheel-end torque boundary range of the vehicle.

[0046] Preferably, the target acceleration determination module includes:

[0047] An initial acceleration determination unit, configured to determine the initial acceleration based on the vehicle's current driving mode, actual vehicle speed, and actual accelerator pedal opening;

[0048] The target acceleration determination unit is used to correct the initial acceleration according to the current actual vehicle speed and actual brake master cylinder pressure of the vehicle to obtain a target acceleration that represents the driver's demand.

[0049] Preferably, the closed-loop control torque determination module includes:

[0050] a first closed-loop control torque determination unit, configured to freeze the last calculated closed-loop control torque if a torque reaching a boundary mark indicates that the final target torque outputted last time exceeds a boundary range of the entire wheel-end torque of the corresponding cycle, and determine the frozen closed-loop control torque as the currently required closed-loop control torque;

[0051] a second closed-loop control torque determination unit, configured to determine the difference between the target acceleration and the actual acceleration if the torque reaches a boundary mark indicating that the final target torque outputted last time is within the entire wheel end torque boundary range of the corresponding cycle;

[0052] Then executing: determining a corresponding P-term correction coefficient value based on a predetermined correspondence between the difference, the actual vehicle speed, and the P-term correction coefficient; determining a corresponding I-term correction coefficient value based on a predetermined correspondence between the integral of the difference, the actual vehicle speed, and the I-term correction coefficient; determining a corresponding D-term correction coefficient value based on a predetermined correspondence between the differential of the difference, the actual vehicle speed, and the D-term correction coefficient; and adding the P-term correction coefficient value, the I-term correction coefficient value, and the D-term correction coefficient value to obtain a PID correction coefficient;

[0053] Finally, the PID correction coefficient is multiplied by the preset acceleration reference torque to obtain the currently required closed-loop control torque.

[0054] Preferably, the final target torque determination module includes:

[0055] a closed-loop target torque determination unit, configured to add the initial target torque and the closed-loop control torque to obtain a closed-loop target torque;

[0056] a first final target torque determining unit, configured to determine the closed-loop target torque as the final target torque if the closed-loop target torque is within a current wheel-end torque boundary range of the vehicle;

[0057] a second final target torque determination unit, configured to determine, if the closed-loop target torque is greater than or equal to a maximum value of a current full wheel end torque boundary range of the vehicle, the maximum value of the current full wheel end torque boundary range of the vehicle being the final target torque;

[0058] If the closed-loop target torque is less than or equal to the minimum value of the current whole wheel end torque boundary range of the whole vehicle, the minimum value of the current whole wheel end torque boundary range of the whole vehicle is the final target torque.

[0059] The present invention also provides a vehicle comprising the above-mentioned driver demand torque analysis device.

[0060] The present invention also provides a control device, including a processor, a memory, and a program or instruction stored in the memory and executable on the processor, wherein the program or instruction, when executed by the processor, implements the steps of the driver demand torque analysis method as described above.

[0061] The present invention further provides a readable storage medium, on which a program or instruction is stored. When the program or instruction is executed by a processor, the steps of the driver demand torque analysis method as described above are implemented.

[0062] The beneficial effects of the present invention are:

[0063] By parsing driver demand into acceleration requirements, within the same MAP, the low-speed portion at zero pedal opening handles creep, the high-speed portion handles coasting regeneration, and the non-zero accelerator pedal opening region handles driver acceleration requests. This simplifies the calibration process compared to traditional methods that separate creep, coasting, and accelerator pedal handling. Compared to traditional methods that calibrate regeneration torque at different speeds to obtain a deceleration feel, this method directly calibrates deceleration at different speeds and then automatically calculates torque using an algorithm, making the calibration more intuitive and convenient. The resulting final target torque, representing the driver's demand, is the torque obtained through closed-loop acceleration control. By closed-loop control of the target acceleration representing the driver's demand, torque is adaptively adjusted to varying road resistance, ensuring the driver achieves the desired driving experience without changing the accelerator pedal position. The adaptive final target torque better reflects the vehicle's actual state than manual driver intervention, resulting in smoother driving and a more enjoyable driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] Figure 1 is a flow chart of the method of this embodiment;

[0065] Figure 2 is a configuration diagram of a hybrid vehicle in this embodiment;

[0066] Figure 3 Detailed flow chart of the method in this embodiment;

[0067] Figure 4 Schematic diagram of the method in this embodiment;

[0068] Figure 5 is the initial acceleration MAP diagram representing the driver's demand in this embodiment;

[0069] Figure 6 This is a schematic diagram of the principle of using the PID correction coefficient to determine the closed-loop control torque in this embodiment. DETAILED DESCRIPTION

[0070] The following describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the various details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0071] It should be noted that the illustrations provided in the following embodiments are merely schematic illustrations of the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not drawn according to the number, shape, and size of components in actual implementation. In actual implementation, the type, quantity, and proportion of each component may be changed arbitrarily, and the component layout may also be more complex.

[0072] like Figure 1 、 Figure 3 and Figure 4 , an embodiment of the present invention provides a driver demand torque analysis method, the method comprising:

[0073] Step S101: obtaining the vehicle's current driving mode, actual vehicle speed, actual acceleration, actual brake master cylinder pressure, actual accelerator pedal opening, wheel-end torque boundary range, and a torque-reaching boundary flag indicating whether the final target torque outputted last time exceeds the wheel-end torque boundary range determined for the corresponding cycle;

[0074] Step S102, determining a target acceleration representing the driver's demand based on the vehicle's current driving mode, actual vehicle speed, actual accelerator pedal opening, and actual brake master cylinder pressure;

[0075] Step S103, determining an initial target torque based on the target acceleration and the actual vehicle speed;

[0076] Step S104, determining the closed-loop control torque based on the vehicle's current actual speed, actual acceleration, torque reaching boundary mark, and target acceleration;

[0077] Step S105 , determining a final target torque representing the driver's demand based on the initial target torque, the closed-loop control torque, and the current boundary range of the entire wheel-end torque of the entire vehicle.

[0078] In step S101 above, the current driving mode of the vehicle is actively selected by the driver. In this embodiment, driving modes include, but are not limited to, sport mode and economy mode. The specific definitions of sport mode and economy mode are well known to those skilled in the art. Generally speaking, at the same accelerator pedal opening, the acceleration requested by the driver in sport mode is greater than that in economy mode.

[0079] Furthermore, in step S101, the actual vehicle speed, actual acceleration, and actual brake master cylinder pressure can all be acquired using existing collected data. However, the wheel-side torque boundary range varies with actual drive torque, battery power, and other factors. This is acquired using existing techniques. Generally speaking, the wheel-side torque boundary range is constrained by factors such as battery power and engine power.

[0080] As for the torque reaching boundary flag, in this embodiment, when the torque reaching boundary flag is set to 1, it indicates that the final target torque outputted last time exceeds the whole wheel end torque boundary range determined by the corresponding cycle; when the torque reaching boundary flag is set to 0, it indicates that the final target torque outputted last time is within the whole wheel end torque boundary range determined by the corresponding cycle.

[0081] Through the above description, all the parameters required in step S101 can be obtained.

[0082] like Figure 3 In this embodiment, step S102 specifically includes:

[0083] Step S1021, determining the initial acceleration based on the vehicle's current driving mode, actual vehicle speed, and actual accelerator pedal opening;

[0084] Step S1022: Correct the initial acceleration according to the current actual vehicle speed and actual brake master cylinder pressure to obtain a target acceleration representing the driver's demand.

[0085] The step 1021 specifically includes:

[0086] Selecting a target predetermined correspondence table corresponding to the current driving mode of the vehicle from a plurality of predetermined correspondence tables representing driving modes, actual vehicle speeds, actual accelerator pedal openings, and initial accelerations;

[0087] The initial acceleration corresponding to the actual acceleration and the actual accelerator pedal opening is determined by interpolation from the target predetermined correspondence table.

[0088] Under the same actual vehicle speed and actual accelerator pedal opening conditions, the initial acceleration value determined in the predetermined correspondence table corresponding to the sport mode is greater than the initial acceleration value determined in the predetermined correspondence table corresponding to the economy mode;

[0089] In a predetermined correspondence table, when the actual accelerator pedal opening remains unchanged, the initial acceleration is negatively correlated with the actual vehicle speed;

[0090] In a predetermined correspondence table, when the vehicle speed remains unchanged, the initial acceleration is positively correlated with the actual accelerator pedal opening.

[0091] In the embodiment of the present invention, creeping, coasting recovery and normal driving are combined into a unified predetermined correspondence table, namely, Figure 5 The initial acceleration MAP diagram that represents the driver's needs is used in the vehicle. Therefore, the reasonable calibration of the predetermined correspondence table is crucial. This predetermined correspondence table directly determines how to analyze and correctly handle the driver's needs.

[0092] In this embodiment, the initial acceleration corresponding to different vehicle speeds and accelerator pedal openings is pre-calibrated. A positive initial acceleration indicates that the driver has an acceleration demand, a negative initial acceleration indicates that the driver has a deceleration demand, and an initial acceleration of 0 indicates a constant speed demand, thereby obtaining the driver's control demand.

[0093] During pre-calibration, the initial acceleration value is based on the acceleration requirements of the vehicle's performance development goals and the cruising speed settings for different accelerator pedal openings. Different pre-defined mapping tables are used in different driving modes to differentiate between different driving styles. For a given speed and accelerator pedal opening, for example, at high speeds and low accelerator pedal openings, a negative initial acceleration value can be set to meet the deceleration requirements for different speeds and accelerator pedal openings. For vehicles with energy recovery, this also determines the degree of energy recovery. For low speeds and zero accelerator pedal openings, the initial acceleration value is calibrated to control vehicle creep. This pre-calibration of the pre-defined mapping table integrates creep control with normal driving requirements. When the brakes are applied during creep, the output acceleration value is corrected based on the brake master cylinder pressure to avoid interpreting the vehicle as needing acceleration when the brakes are applied.

[0094] In this embodiment, the calibration principle for the predetermined correspondence table is as follows: At the same accelerator pedal opening, as vehicle speed increases, the desired acceleration gradually decreases until the speed at which the acceleration decreases to zero is the cruising speed at that pedal opening. The cruising speed should gradually increase with increasing accelerator pedal opening, subject to specific performance indicators. Beyond the cruising speed, the acceleration value should become negative and continue to decrease gradually to meet the deceleration requirement at that speed and throttle. At the same speed, as the accelerator pedal opening increases, the acceleration gradually increases to accommodate the driver's increasing acceleration demand. As the accelerator pedal opening decreases, the target acceleration value decreases accordingly, with the cruise throttle at that speed as the demarcation point. Acceleration values ​​below the cruise throttle become negative, indicating the driver's deceleration demand. Different predetermined correspondence tables are used to distinguish different driving modes, and the corresponding acceleration values ​​are adjusted accordingly. For positive acceleration values, indicating acceleration demand, the acceleration value for the same speed and accelerator pedal opening should be appropriately increased in Sport mode and reduced in Comfort mode to meet the different acceleration response requirements of drivers.

[0095] like Figure 3 , the above-mentioned step S1022 specifically includes:

[0096] According to the predetermined correspondence between the actual vehicle speed, the actual brake master cylinder pressure and the brake correction factor (i.e. Figure 4 The braking correction factor MAP in the table is used to determine the corresponding braking correction factor;

[0097] The braking correction factor is multiplied by the initial acceleration to obtain a target acceleration.

[0098] By using the actual vehicle speed and actual brake master cylinder pressure to correct the initial acceleration, the initial acceleration correction is combined with the vehicle's own actual conditions, so that the corrected target acceleration can better meet the driver's needs.

[0099] In this embodiment, step S103 includes:

[0100] Step S1031, determining the vehicle sliding resistance according to the actual vehicle speed;

[0101] Step S1032: determining an initial target torque based on the target acceleration, the vehicle's sliding resistance, and the vehicle's inherent parameters.

[0102] In this embodiment, the calculation of the initial target torque involves calculating the required initial target torque using factors such as vehicle weight, tire radius, and the vehicle coasting resistance curve, combined with the target acceleration requirement. Here, the wheel-end driving force, Fdrive, is calculated as: ma + Fresistance, where Fdrive represents the wheel-end driving force, m is the vehicle mass, a is the target acceleration, and Fresistance is the vehicle coasting resistance, which is derived from the reverse drag of the hub and is a curve related to the actual vehicle speed. The wheel-end driving force is then converted to the required initial target torque using the formula: torque T = Fdrive * R, where T is the required wheel-end torque and R is the tire radius.

[0103] In step S1032, the inherent parameters of the vehicle include the vehicle mass and the vehicle tire radius. Furthermore, step S1032 is specifically as follows: determining the wheel end driving force based on the vehicle mass, target acceleration and vehicle sliding resistance; determining the initial target torque based on the tire driving force and the vehicle tire radius.

[0104] like Figure 3 and Figure 6 In this embodiment, step S104 includes:

[0105] Step S1041: If the torque reaches the boundary mark, indicating that the final target torque outputted last time exceeds the boundary range of the entire wheel-end torque of the corresponding cycle, the last calculated closed-loop control torque is frozen, and the frozen closed-loop control torque is determined as the currently required closed-loop control torque;

[0106] Step S1042 , if the torque reaches the boundary mark, indicating that the final target torque outputted last time is within the boundary range of the entire wheel end torque of the corresponding cycle, first determine the difference between the target acceleration and the actual acceleration;

[0107] Then executing: determining a corresponding P-term correction coefficient value based on a predetermined correspondence between the difference, the actual vehicle speed, and the P-term correction coefficient; determining a corresponding I-term correction coefficient value based on a predetermined correspondence between the integral of the difference, the actual vehicle speed, and the I-term correction coefficient; determining a corresponding D-term correction coefficient value based on a predetermined correspondence between the differential of the difference, the actual vehicle speed, and the D-term correction coefficient; and adding the P-term correction coefficient value, the I-term correction coefficient value, and the D-term correction coefficient value to obtain a PID correction coefficient;

[0108] Finally, the PID correction coefficient is multiplied by the preset acceleration reference torque to obtain the currently required closed-loop control torque.

[0109] In this embodiment, the obtained closed-loop control torque is used for closed-loop control of the target acceleration. The acceleration difference is the difference between the target acceleration and the actual acceleration. The acceleration reference torque is a calibrated set value. The torque reaching boundary mark is determined by comparing the closed-loop control torque with the torque boundary, which is described in detail in step 6. Based on the acceleration difference and the actual vehicle speed, three adjustment methods are applied: the proportional coefficient P, the differential coefficient I, and the integral coefficient D. Different correction coefficients are calculated. The PID coefficients are summed to obtain the total PID correction coefficient, which is then multiplied by the acceleration reference torque to obtain the final closed-loop control torque. The P term is directly obtained by looking up the table of the vehicle speed and acceleration difference; the I term is obtained by looking up the acceleration difference integrally and comparing it with the actual vehicle speed; and the D term is obtained by looking up the acceleration difference differentially and comparing it with the actual vehicle speed. When the torque reaching boundary mark is set, the closed-loop control torque is frozen and no longer increases or decreases, preventing the closed-loop control torque from being too large or too small. The speed of the torque response can be adjusted by properly calibrating the PID. In order to match the driving mode, different PID parameters are set for different driving modes to meet the needs of drivers with different driving styles.

[0110] In this embodiment, step S105 specifically includes:

[0111] Step S1051, adding the initial target torque and the closed-loop control torque to obtain a closed-loop target torque;

[0112] Step S1052: if the closed-loop target torque is within the current wheel-end torque boundary range of the vehicle, the closed-loop target torque is determined to be the final target torque;

[0113] Step S1053: If the closed-loop target torque is greater than or equal to the maximum value of the current wheel-end torque boundary range of the vehicle, the maximum value of the current wheel-end torque boundary range of the vehicle is the final target torque;

[0114] Step S1054: If the closed-loop target torque is less than or equal to the minimum value of the current wheel-end torque boundary range of the vehicle, the minimum value of the current wheel-end torque boundary range of the vehicle is the final target torque.

[0115] After the initial target torque is calculated as described above, it is added to the closed-loop control torque obtained above to obtain the closed-loop target torque. After passing through the wheel-end torque boundary range, the final target torque is obtained. When the closed-loop control target torque is ≥ the upper limit of the wheel-end torque boundary range or ≤ the lower limit of the wheel-end torque boundary range, the torque boundary flag is activated. After activation, the PID closed-loop control torque in step 104 will be frozen. When calculating the closed-loop control torque described above, the final torque output is limited by the torque boundary of the motor. At this point, the response reaches its limit and PID correction is no longer performed. This avoids the accumulation of large PID corrections, which can cause torque unevenness and cause vehicle shock.

[0116] Combining the above methods, the present invention interprets driver demand as an acceleration target and performs closed-loop control of the target acceleration based on the difference between actual and target acceleration. This method not only simplifies the calibration process but also enables closed-loop adaptive torque adjustment for different road conditions, automatically meeting driver demands. This is particularly true on slopes, maintaining uniform control of acceleration and deceleration, effectively enhancing the driver's driving experience.

[0117] Figure 2 A structural form of a hybrid vehicle in an embodiment of the present invention is provided. When the clutch is in an open state, the driver's demand is provided by the drive motor; when the clutch is in a closed state, the driver's demand is provided by the drive motor and the engine. When the above method is applied to a hybrid vehicle, when the final torque demand of the vehicle is determined to be negative based on the obtained final target torque and other required torques of the vehicle, the drive motor switches to a power generation mode to provide negative torque, thereby achieving the deceleration required by the driver while recovering energy. For negative acceleration values, the resolved negative torque is executed by the motor to achieve energy recovery; at this time, through acceleration closed-loop control, a stable deceleration of the vehicle can be achieved on roads with different slopes, which can improve the driving experience.

[0118] The present invention further provides a driver demand torque analysis device, the device comprising:

[0119] An acquisition module is used to obtain the vehicle's current driving mode, actual vehicle speed, actual acceleration, actual brake master cylinder pressure, actual accelerator pedal opening, wheel-end torque boundary range, and a torque-reaching boundary flag indicating whether the final target torque outputted last time exceeds the wheel-end torque boundary range determined for the corresponding cycle;

[0120] The target acceleration determination module is used to determine the target acceleration that represents the driver's demand based on the vehicle's current driving mode, actual vehicle speed, actual accelerator pedal opening, and actual brake master cylinder pressure;

[0121] An initial target torque determination module, configured to determine an initial target torque based on a target acceleration and an actual vehicle speed;

[0122] The closed-loop control torque determination module is used to determine the closed-loop control torque based on the vehicle's current actual speed, actual acceleration, torque reaching boundary mark and target acceleration;

[0123] The final target torque determination module is used to determine the final target torque that represents the driver's demand based on the initial target torque, the closed-loop control torque and the current wheel-end torque boundary range of the vehicle.

[0124] Preferably, the target acceleration determination module includes:

[0125] An initial acceleration determination unit, configured to determine the initial acceleration based on the vehicle's current driving mode, actual vehicle speed, and actual accelerator pedal opening;

[0126] The target acceleration determination unit is used to correct the initial acceleration according to the current actual vehicle speed and actual brake master cylinder pressure of the vehicle to obtain a target acceleration that represents the driver's demand.

[0127] Preferably, the closed-loop control torque determination module includes:

[0128] a first closed-loop control torque determination unit, configured to freeze the last calculated closed-loop control torque if a torque reaching a boundary mark indicates that the final target torque outputted last time exceeds a boundary range of the entire wheel-end torque of the corresponding cycle, and determine the frozen closed-loop control torque as the currently required closed-loop control torque;

[0129] a second closed-loop control torque determination unit, configured to determine the difference between the target acceleration and the actual acceleration if the torque reaches a boundary mark indicating that the final target torque outputted last time is within the entire wheel end torque boundary range of the corresponding cycle;

[0130] Then executing: determining a corresponding P-term correction coefficient value based on a predetermined correspondence between the difference, the actual vehicle speed, and the P-term correction coefficient; determining a corresponding I-term correction coefficient value based on a predetermined correspondence between the integral of the difference, the actual vehicle speed, and the I-term correction coefficient; determining a corresponding D-term correction coefficient value based on a predetermined correspondence between the differential of the difference, the actual vehicle speed, and the D-term correction coefficient; and adding the P-term correction coefficient value, the I-term correction coefficient value, and the D-term correction coefficient value to obtain a PID correction coefficient;

[0131] Finally, the PID correction coefficient is multiplied by the preset acceleration reference torque to obtain the currently required closed-loop control torque.

[0132] Preferably, the final target torque determination module includes:

[0133] a closed-loop target torque determination unit, configured to add the initial target torque and the closed-loop control torque to obtain a closed-loop target torque;

[0134] a first final target torque determining unit, configured to determine the closed-loop target torque as the final target torque if the closed-loop target torque is within a current wheel-end torque boundary range of the vehicle;

[0135] a second final target torque determination unit, configured to determine, if the closed-loop target torque is greater than or equal to a maximum value of a current full wheel end torque boundary range of the vehicle, the maximum value of the current full wheel end torque boundary range of the vehicle being the final target torque;

[0136] If the closed-loop target torque is less than or equal to the minimum value of the current whole wheel end torque boundary range of the whole vehicle, the minimum value of the current whole wheel end torque boundary range of the whole vehicle is the final target torque.

[0137] In the above-mentioned device of this embodiment, each module can borrow the specific steps of the method in the above-mentioned embodiment when executing the specific logic process. The device has the same technical effect as the above-mentioned method.

[0138] The present invention also provides a vehicle comprising the above-mentioned driver demand torque analysis device.

[0139] The present invention also provides a control device, including a processor, a memory, and a program or instruction stored in the memory and executable on the processor, wherein the program or instruction, when executed by the processor, implements the steps of the driver demand torque analysis method as described above.

[0140] The present invention further provides a readable storage medium, on which a program or instruction is stored. When the program or instruction is executed by a processor, the steps of the driver demand torque analysis method as described above are implemented.

[0141] The above is a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A driver demand torque analysis method, characterized in that: The method comprises: Obtain the vehicle's current driving mode, actual vehicle speed, actual acceleration, actual brake master cylinder pressure, actual accelerator pedal opening, wheel-end torque boundary range, and a torque-reaching boundary flag indicating whether the final target torque outputted last time exceeds the wheel-end torque boundary range determined for the corresponding cycle; Determine the target acceleration that represents the driver's needs based on the vehicle's current driving mode, actual vehicle speed, actual accelerator pedal opening, and actual brake master cylinder pressure; Determine the initial target torque based on the target acceleration and actual vehicle speed; Determine the closed-loop control torque based on the vehicle's current actual speed, actual acceleration, torque reaching boundary mark and target acceleration; Determine the final target torque representing the driver's demand based on the initial target torque, the closed-loop control torque, and the current wheel-end torque boundary range of the vehicle; The steps of determining the target acceleration representing the driver's demand based on the vehicle's current driving mode, actual vehicle speed, actual accelerator pedal opening, and actual brake master cylinder pressure include: Determine the initial acceleration based on the vehicle's current driving mode, actual vehicle speed, and actual accelerator pedal opening; Correcting the initial acceleration based on the vehicle's current actual speed and actual brake master cylinder pressure to obtain a target acceleration representing the driver's needs; The steps for determining the initial acceleration based on the vehicle's current driving mode, actual vehicle speed, and actual accelerator pedal opening include: Selecting a target predetermined correspondence table corresponding to the current driving mode of the vehicle from a plurality of predetermined correspondence tables representing driving modes, actual vehicle speeds, actual accelerator pedal openings, and initial accelerations; Interpolating from a target predetermined correspondence table to determine an initial acceleration corresponding to the actual vehicle speed and the actual accelerator pedal opening; The steps for determining the closed-loop control torque based on the vehicle's current actual speed, actual acceleration, torque reaching boundary mark, and target acceleration include: If the torque reaches the boundary mark, indicating that the final target torque outputted last time exceeds the boundary range of the entire wheel end torque of the corresponding cycle, the closed-loop control torque calculated last time is frozen, and the frozen closed-loop control torque is determined as the currently required closed-loop control torque; If the torque reaches the boundary mark, indicating that the final target torque outputted last time is within the boundary range of the entire wheel end torque of the corresponding cycle, the difference between the target acceleration and the actual acceleration is first determined; Then executing: determining a corresponding P-term correction coefficient value based on a predetermined correspondence between the difference, the actual vehicle speed, and the P-term correction coefficient; determining a corresponding I-term correction coefficient value based on a predetermined correspondence between the integral of the difference, the actual vehicle speed, and the I-term correction coefficient; determining a corresponding D-term correction coefficient value based on a predetermined correspondence between the differential of the difference, the actual vehicle speed, and the D-term correction coefficient; and adding the P-term correction coefficient value, the I-term correction coefficient value, and the D-term correction coefficient value to obtain a PID correction coefficient; Finally, the PID correction coefficient is multiplied by the preset acceleration reference torque to obtain the current required closed-loop control torque; The steps for determining the initial target torque based on the target acceleration and the actual vehicle speed include: Determine the vehicle's sliding resistance based on the actual vehicle speed; Determine the initial target torque according to the target acceleration, the vehicle sliding resistance and the inherent parameters of the vehicle; The inherent parameters of the vehicle include the vehicle mass and the tire radius. The steps of determining the initial target torque based on the target acceleration, the vehicle sliding resistance, and the inherent parameters of the vehicle include: Determine the wheel-end driving force based on the vehicle mass, target acceleration and vehicle sliding resistance; Determine the initial target torque based on the wheel-end driving force and the tire radius of the vehicle; The steps of determining the final target torque representing the driver's demand based on the initial target torque, the closed-loop control torque, and the current wheel-end torque boundary range of the vehicle include: Adding the initial target torque and the closed-loop control torque to obtain a closed-loop target torque; If the closed-loop target torque is within the current wheel-end torque boundary range of the vehicle, determining the closed-loop target torque as the final target torque; If the closed-loop target torque is greater than or equal to the maximum value of the current wheel-end torque boundary range of the vehicle, the maximum value of the current wheel-end torque boundary range of the vehicle is the final target torque; If the closed-loop target torque is less than or equal to the minimum value of the current whole wheel end torque boundary range of the whole vehicle, the minimum value of the current whole wheel end torque boundary range of the whole vehicle is the final target torque.

2. The driver demand torque analysis method according to claim 1, characterized in that: Driving modes include sports mode and economic mode, among which, Under the same actual vehicle speed and actual accelerator pedal opening conditions, the initial acceleration value determined in the predetermined correspondence table corresponding to the sport mode is greater than the initial acceleration value determined in the predetermined correspondence table corresponding to the economy mode; In a predetermined correspondence table, when the actual accelerator pedal opening remains unchanged, the initial acceleration is negatively correlated with the actual vehicle speed; In a predetermined correspondence table, when the vehicle speed remains unchanged, the initial acceleration is positively correlated with the actual accelerator pedal opening.

3. The driver demand torque analysis method according to claim 1, characterized in that: The step of correcting the initial acceleration according to the current actual vehicle speed and actual brake master cylinder pressure to obtain a target acceleration representing the driver's demand includes: According to a predetermined correspondence between the actual vehicle speed, the actual brake master cylinder pressure and the brake correction factor, a corresponding brake correction factor is determined by looking up a table; The braking correction factor is multiplied by the initial acceleration to obtain a target acceleration.

4. A driver demand torque analysis device, characterized in that: The driver demand torque analysis device is a device that applies the driver demand torque method according to any one of claims 1 to 3, and the driver demand torque analysis device includes: An acquisition module is used to obtain the vehicle's current driving mode, actual vehicle speed, actual acceleration, actual brake master cylinder pressure, actual accelerator pedal opening, wheel-end torque boundary range, and a torque-reaching boundary flag indicating whether the final target torque outputted last time exceeds the wheel-end torque boundary range determined for the corresponding cycle; The target acceleration determination module is used to determine the target acceleration that represents the driver's demand based on the vehicle's current driving mode, actual vehicle speed, actual accelerator pedal opening, and actual brake master cylinder pressure; An initial target torque determination module, configured to determine an initial target torque based on a target acceleration and an actual vehicle speed; The closed-loop control torque determination module is used to determine the closed-loop control torque based on the vehicle's current actual speed, actual acceleration, torque reaching boundary mark and target acceleration; The final target torque determination module is used to determine the final target torque that represents the driver's demand based on the initial target torque, the closed-loop control torque and the current wheel-end torque boundary range of the vehicle.

5. The driver demand torque analysis device according to claim 4, characterized in that: The target acceleration determination module includes: An initial acceleration determination unit, configured to determine the initial acceleration based on the vehicle's current driving mode, actual vehicle speed, and actual accelerator pedal opening; The target acceleration determination unit is used to correct the initial acceleration according to the current actual vehicle speed and actual brake master cylinder pressure of the vehicle to obtain a target acceleration that represents the driver's demand.

6. The driver demand torque analysis device according to claim 4, characterized in that: The closed-loop control torque determination module includes: a first closed-loop control torque determination unit, configured to freeze the last calculated closed-loop control torque if a torque reaching a boundary mark indicates that the final target torque outputted last time exceeds a boundary range of the entire wheel-end torque of the corresponding cycle, and determine the frozen closed-loop control torque as the currently required closed-loop control torque; a second closed-loop control torque determination unit, configured to determine the difference between the target acceleration and the actual acceleration if the torque reaches a boundary mark indicating that the final target torque outputted last time is within the entire wheel end torque boundary range of the corresponding cycle; Then executing: determining a corresponding P-term correction coefficient value based on a predetermined correspondence between the difference, the actual vehicle speed, and the P-term correction coefficient; determining a corresponding I-term correction coefficient value based on a predetermined correspondence between the integral of the difference, the actual vehicle speed, and the I-term correction coefficient; determining a corresponding D-term correction coefficient value based on a predetermined correspondence between the differential of the difference, the actual vehicle speed, and the D-term correction coefficient; and adding the P-term correction coefficient value, the I-term correction coefficient value, and the D-term correction coefficient value to obtain a PID correction coefficient; Finally, the PID correction coefficient is multiplied by the preset acceleration reference torque to obtain the currently required closed-loop control torque.

7. The driver demand torque analysis device according to claim 4, characterized in that: The final target torque determination module includes: a closed-loop target torque determination unit, configured to add the initial target torque and the closed-loop control torque to obtain a closed-loop target torque; a first final target torque determining unit, configured to determine the closed-loop target torque as the final target torque if the closed-loop target torque is within a current wheel-end torque boundary range of the vehicle; a second final target torque determination unit, configured to determine, if the closed-loop target torque is greater than or equal to a maximum value of a current full wheel end torque boundary range of the vehicle, the maximum value of the current full wheel end torque boundary range of the vehicle being the final target torque; If the closed-loop target torque is less than or equal to the minimum value of the current whole wheel end torque boundary range of the whole vehicle, the minimum value of the current whole wheel end torque boundary range of the whole vehicle is the final target torque.

8. A vehicle, characterized in that: The invention comprises the driver demand torque analysis device according to any one of claims 4 to 7.

9. A control device, characterized in that: The method comprises a processor, a memory, and a program or instruction stored in the memory and executable on the processor, wherein the program or instruction, when executed by the processor, implements the steps of the driver demand torque analysis method according to any one of claims 1 to 3.

10. A readable storage medium, characterized in that: The readable storage medium stores a program or instruction, and when the program or instruction is executed by a processor, the steps of the driver demand torque analysis method according to any one of claims 1 to 4 are implemented.

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