Vehicle control method and device, vehicle and storage medium

Abstract

The application provides a vehicle control method and device, a vehicle and a storage medium. In the method, when it is monitored that the change value of the rotation speed of the motor within a preset time is greater than or equal to a preset change value, a reference motor rotation speed range of the motor is determined according to the current driving parameter of the vehicle, and the reference motor rotation speed range is a theoretical rotation speed range of the motor under the current driving parameter of the vehicle. Then, a standard motor torque upper limit value and a standard motor torque lower limit value of the motor are obtained based on the reference motor rotation speed range and the actual rotation speed of the motor. Finally, the actual motor torque of the vehicle is adjusted based on the standard motor torque upper limit value and the standard motor torque lower limit value. Thus, when the rotation speed of the motor changes rapidly, the motor torque is actively adjusted to avoid the motor from impacting the gear and generating an abnormal sound.

Description

Technical Field

[0001] This application relates to the field of intelligent vehicles, and more specifically, to vehicle control methods, devices, vehicles, and storage media in the field of intelligent vehicles. Background Technology

[0002] In recent years, with the rapid development of new energy vehicles, the driving method of automobiles is no longer limited to using engines; they can also be driven by electric motors. When a car is driven by an electric motor, the motor's speed can rise rapidly in a short period of time on certain road surfaces, causing motor vibration and resulting in abnormal noises in the vehicle. Summary of the Invention

[0003] This application provides a vehicle control method, device, vehicle, and storage medium. The method can solve the problem that the motor speed can rise rapidly in a short time on some special road surfaces, causing motor vibration and resulting in abnormal noise in the vehicle.

[0004] Firstly, a vehicle control method is provided, the method comprising:

[0005] When the change in motor speed is detected to be greater than or equal to a preset change value within a preset time, the reference motor speed range is determined based on the vehicle's current driving parameters.

[0006] Based on the reference motor speed range and the actual motor speed, the upper limit value and the lower limit value of the standard motor torque of the motor are obtained;

[0007] The actual motor torque of the vehicle is adjusted based on the standard upper limit value and the standard lower limit value of the motor torque.

[0008] Optionally, before determining the reference motor speed range of the motor based on the vehicle's current driving parameters, the process includes:

[0009] The vehicle's current driving parameters are monitored. When the current driving parameters match the target driving parameters, the change in the motor's rotational speed within a preset time period is determined to be greater than or equal to a preset change value.

[0010] Optionally, the current driving parameters include at least the current slip offset parameter value, the current wheel speed parameter value, and the current pedal parameter value;

[0011] The target driving parameters include at least the target slip offset parameter value, the target wheel speed parameter value, and the target pedal parameter value, and the target driving parameters correspond to the type of the current driving parameters.

[0012] Optionally, determining the reference motor speed range of the motor based on the current driving parameters of the vehicle includes:

[0013] The vehicle's slip offset is determined based on the current slip offset parameter value, the current wheel speed parameter value, and the current pedal parameter value.

[0014] And the reference motor speed range of the motor is determined based on the slip offset, the current wheel speed parameter value, and the transmission parameter value.

[0015] Optionally, the current slip offset parameter value includes at least one of the current steering wheel parameter value, the current slope parameter value, and the current rear wheel speed difference parameter value; the current wheel speed parameter value includes the current first wheel speed parameter value and the current second wheel speed parameter value, wherein the current first wheel speed parameter value is greater than or equal to the current second wheel speed parameter value; the current pedal parameter value includes at least one of the current accelerator pedal parameter value and the current brake pedal parameter value; the current accelerator pedal parameter value is matched with the current first wheel speed parameter value, and the current brake pedal parameter value is matched with the current second wheel speed parameter value;

[0016] The target slip offset parameter value includes at least one of the target steering wheel parameter value, the target slope parameter value, and the target rear wheel speed difference parameter value; the target wheel speed parameter value includes the target first wheel speed parameter value and the target second wheel speed parameter value; the target pedal parameter value includes at least one of the target accelerator pedal parameter value and the target brake pedal parameter value; the target accelerator pedal parameter value is matched with the target first wheel speed parameter value, and the target brake pedal parameter value is matched with the target second wheel speed parameter value.

[0017] Optionally, when the current pedal parameter value includes the current accelerator pedal parameter value and the current brake pedal parameter value, the step of determining that the change value of the motor speed within a preset time is greater than or equal to a preset change value when the current driving parameter matches the target driving parameter includes:

[0018] When the current slip offset parameter value, the current accelerator pedal parameter value, and the current first wheel speed parameter value match the target slip offset parameter value, the target accelerator pedal parameter value, and the target first wheel speed parameter value, then it is determined that the change value of the motor speed within a preset time is greater than or equal to a first preset change value; or

[0019] When the current slip offset parameter value, the current brake pedal parameter value, and the current second wheel speed parameter value match the target slip offset parameter value, the target brake pedal parameter value, and the target second wheel speed parameter value, it is determined that the change value of the motor speed within a preset time is greater than or equal to the second preset change value.

[0020] Optionally, obtaining the upper limit and lower limit of the standard motor torque based on the reference motor speed range and the actual motor speed includes:

[0021] The upper limit of the correction factor is determined based on the current accelerator pedal parameter value and the current first wheel speed parameter value;

[0022] The upper limit value of the quasi-torque limit factor is determined based on the ratio of the upper limit value of the first reference motor speed range to the actual speed of the motor. The upper limit value of the quasi-torque limit factor is then corrected based on the upper limit value of the correction factor to obtain the upper limit value of the torque limit factor.

[0023] The upper limit of the standard motor torque is determined by multiplying the upper limit of the torque limit factor and the upper limit of the motor torque limit of the motor, and the lower limit of the standard motor torque is determined by multiplying the lower limit of the preset torque limit factor and the lower limit of the motor torque limit of the motor.

[0024] Optionally, obtaining the upper limit and lower limit of the standard motor torque based on the reference motor speed range and the actual motor speed further includes:

[0025] The lower limit of the correction factor is determined based on the current brake pedal parameter value and the current second wheel speed parameter value.

[0026] The lower limit of the quasi-torque limit factor is determined based on the ratio of the actual speed of the motor to the lower limit of the speed range of the second reference motor. The lower limit of the quasi-torque limit factor is then corrected based on the lower limit of the correction factor to obtain the lower limit of the torque limit factor.

[0027] The standard motor torque lower limit is determined by multiplying the lower limit of the torque limit factor and the lower limit of the motor torque limit of the motor, and the standard motor torque upper limit is determined by multiplying the upper limit of the preset torque limit factor and the upper limit of the motor torque limit of the motor.

[0028] Secondly, a vehicle control device is provided, the device comprising:

[0029] The monitoring module is adapted to determine a reference motor speed range for the motor based on the vehicle's current driving parameters when the change in the motor speed within a preset time is greater than or equal to a preset change value.

[0030] The torque determination module is adapted to obtain the upper limit value of the standard motor torque and the lower limit value of the standard motor torque based on the reference motor speed range and the actual speed of the motor.

[0031] The adjustment module is adapted to adjust the actual motor torque of the vehicle based on the upper limit of the standard motor torque and the lower limit of the standard motor torque.

[0032] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0033] Fourthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0034] This application provides a vehicle control method. When the change in motor speed within a preset time is detected to be greater than or equal to a preset change value, a reference motor speed range is determined based on the vehicle's current driving parameters. This reference motor speed range is the theoretical speed range of the motor under the current driving parameters. Then, based on the reference motor speed range and the actual motor speed, a standard upper limit and a standard lower limit for motor torque are obtained. Finally, the actual motor torque is adjusted based on these standard upper and lower limits. This proactively adjusts the motor torque when the motor speed changes rapidly, preventing abnormal noise caused by the motor striking the gears. Attached Figure Description

[0035] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0036] Figure 2 This is a schematic flowchart illustrating a method for determining a reference motor speed range according to an embodiment of this application.

[0037] Figure 3 This is a schematic flowchart illustrating the determination of the upper and lower limits of the standard motor torque provided in an embodiment of this application;

[0038] Figure 4 This is a schematic flowchart illustrating another method for determining the upper and lower limits of the standard motor torque provided in this application embodiment;

[0039] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application;

[0040] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0041] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0042] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0043] In recent years, with the rapid development of hybrid vehicle technology, vehicle drive methods are no longer limited to engine-driven systems; electric motors can also be used. When a vehicle is driven by an electric motor, the motor's speed can rise rapidly in a short period on certain road surfaces, causing motor vibration and resulting in abnormal noises. Current active damping systems typically adjust suspension stiffness to achieve optimal damping, but adjusting suspension stiffness cannot address the motor vibration caused by the rapid increase in motor speed on certain road surfaces.

[0044] To address the aforementioned issues, this application provides a vehicle control method. When the change in motor speed within a preset time period is detected to be greater than or equal to a preset change value, a reference motor speed range is determined based on the vehicle's current driving parameters. This reference motor speed range represents the theoretical speed range of the motor under the current driving parameters. Then, based on the reference motor speed range and the actual motor speed, a standard upper limit and a standard lower limit for motor torque are obtained. Finally, the actual motor torque is adjusted based on these standard upper and lower limits. This proactively adjusts the motor torque when the motor speed changes rapidly, preventing abnormal noise caused by the motor striking the gears.

[0045] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0046] For example, such as Figure 1 As shown, the method includes:

[0047] S102: When the change in motor speed within a preset time is detected to be greater than or equal to a preset change value, the reference motor speed range is determined based on the vehicle's current driving parameters.

[0048] During vehicle operation, the motor's rotational speed is monitored and recorded at various times. By analyzing these recorded speeds, the variation in motor speed over a preset time period is determined. This preset time can be set based on actual needs, such as 0.5 seconds, 1 second, or 2 seconds. When the variation in motor speed over this preset time period is greater than or equal to the preset variation value, there is a risk of the motor impacting the gears and producing abnormal noise. This preset variation value can be determined at the vehicle's factory. By adjusting the motor's variation value over this preset time period, and based on the quantification parameters of motor vibration and gear impact, an upper limit for the variation in motor speed over this preset time period is determined, and this upper limit can be used as the preset variation value.

[0049] The system acquires the vehicle's current driving parameters and calculates a reference motor speed range based on these parameters. It's important to note that this reference speed range is a relatively narrow interval. It represents the theoretical normal operating speed range of the motor under the current driving parameters. Generally, when the vehicle is driving normally, the motor speed falls within this reference range. However, under specific conditions, the motor speed may change rapidly within a short period, falling outside the reference range. In such cases, vehicle speed and other parameters may not respond to these rapid changes, leading to motor vibration due to collisions with gears and causing abnormal noises. Therefore, obtaining the reference motor speed range under the current driving parameters is crucial for proactively adjusting the motor torque to prevent motor vibration caused by gear collisions.

[0050] Optionally, before determining the reference motor speed range based on the vehicle's current driving parameters, the process includes:

[0051] The system monitors the vehicle's current driving parameters. When the current driving parameters match the target driving parameters, it determines that the change in the motor speed within a preset time is greater than or equal to the preset change value.

[0052] By monitoring the vehicle's current driving parameters, the change in motor speed over a preset time period can be indirectly obtained. In other words, instead of directly monitoring the motor speed to obtain the change in motor speed over a preset time period, it is possible to determine whether the change in motor speed under the current operating conditions is greater than or equal to a preset value when the vehicle's current driving parameters match the target driving parameters. This is used to avoid triggering the vehicle control method on certain road surfaces, thereby saving vehicle power consumption and making the vehicle control method targeted and preventing false triggering.

[0053] Optionally, the current driving parameters include at least the current slip offset parameter value, the current wheel speed parameter value, and the current pedal parameter value;

[0054] The target driving parameters include at least the target slip offset parameter value, the target wheel speed parameter value, and the target pedal parameter value, and the type of the target driving parameters corresponds to the current driving parameters.

[0055] When the current driving parameters match the target driving parameters, the current slip offset parameter value matches the target slip offset parameter value, the current wheel speed parameter value matches the target wheel speed parameter value, and the current pedal parameter value matches the target pedal parameter value.

[0056] The current slip offset parameter value includes at least one of the following: current steering wheel parameter value, current slope parameter value, and current rear wheel speed difference parameter value. The current steering wheel parameter value can be the current steering wheel angle. The current slope parameter value can be calculated based on data collected by the vehicle's sensors and can be the current slope of the vehicle itself. The current rear wheel speed difference parameter value can be the absolute value of the speed difference between the two rear wheels.

[0057] The current wheel speed parameter value includes the current first wheel speed parameter value and the current second wheel speed parameter value. The current first wheel speed parameter value is greater than or equal to the current second wheel speed parameter value. Here, by obtaining the average front wheel speed of the two front wheels and the average rear wheel speed of the two rear wheels, the larger of the two average front wheel speeds and the two average rear wheel speeds is used as the first wheel speed parameter value, and the smaller of the two average rear wheel speeds is used as the current second wheel speed parameter value.

[0058] The current pedal parameter value includes at least one of the current accelerator pedal parameter value and the current brake pedal parameter value. The current accelerator pedal parameter value is matched with the current first wheel speed parameter value, and the current brake pedal parameter value is matched with the current second wheel speed parameter value. The current accelerator pedal parameter value can be a position parameter of the current accelerator pedal, such as the position offset of the current accelerator pedal. The current brake pedal parameter value can be a position parameter of the current brake pedal, such as the position offset of the current brake pedal.

[0059] Generally, during normal driving, a driver typically does not simultaneously press the accelerator and brake pedals; usually, only one pedal is pressed at a time. When the accelerator pedal is pressed, its parameter value is used in conjunction with the current speed parameter value of the first wheel to complete the vehicle control method of this application embodiment. When the brake pedal is pressed, its parameter value is used in conjunction with the current speed parameter value of the second wheel to complete the vehicle control method of this application embodiment.

[0060] The target slip offset parameter value includes at least one of the following: target steering wheel parameter value, target slope parameter value, and target rear wheel speed difference parameter value. The target steering wheel parameter value can be a preset range of steering wheel angle values, the target slope parameter value can be an upper limit threshold for slope, and the target rear wheel speed difference parameter value can be an upper limit threshold for rear wheel speed difference. When the current slip offset parameter value in the current driving parameters matches the target slip offset parameter value in the target driving parameters, the current steering wheel parameter value falls within the preset range of the target steering wheel parameter value, the current slope parameter value is less than or equal to the target slope parameter value, and the current rear wheel speed difference parameter value is less than or equal to the target rear wheel speed difference parameter value.

[0061] The target wheel speed parameters include the target first wheel speed parameters and the target second wheel speed parameters. The speed ranges corresponding to the target first wheel speed parameters and the target second wheel speed parameters can be the same, both being 15–60 km / h.

[0062] When the driver depresses the accelerator pedal, if the current first wheel speed parameter value matches the target first wheel speed parameter value, then the current wheel speed parameter value in the current driving parameters matches the target wheel speed parameter value in the target driving parameters. Matched parameters may also include being in D gear, ESP (Electronic Stability Program) being activated, ABS (Antilock Brake System) / VDC (Vehicle Running Dynamic Control System) / PTC (Positive Temperature Coefficient Thermistor) / BTC (Brake Torque Controller) not being activated, and bad road protection mode not being activated. Similarly, when the driver depresses the brake pedal, if the current second wheel speed parameter value matches the target second wheel speed parameter value, then the current wheel speed parameter value in the current driving parameters matches the target wheel speed parameter value in the target driving parameters. Matched parameters may also include being in D gear, ABS / VDC / PTC / BTC not being activated, and bad road protection mode not being activated.

[0063] The target pedal parameter value includes at least one of the target accelerator pedal parameter value and the target brake pedal parameter value. When the target pedal parameter value includes the target accelerator pedal parameter value, if the current accelerator pedal parameter value matches the target accelerator pedal parameter value, then the current pedal parameter value in the current driving parameters matches the target pedal parameter value in the target driving parameters. In this case, the position of the corresponding current accelerator pedal is offset from its original position by a predetermined first angle range, for example, 30° to 70°. When the target pedal parameter value includes the target brake pedal parameter value, if the current brake pedal parameter value matches the target brake pedal parameter value, then the current brake parameter value in the current driving parameters matches the target brake parameter value in the target driving parameters. In this case, the position of the corresponding current brake pedal is offset from its original position by a predetermined second angle range. It is easy to understand that when the target pedal parameter value includes both the target accelerator pedal parameter value and the target brake pedal parameter value, both of the above situations can be considered, which will not be elaborated further here.

[0064] The target accelerator pedal parameter value is matched with the target first wheel speed parameter value, and the target brake pedal parameter value is matched with the target second wheel speed parameter value. Specifically, when the current accelerator pedal position deviates from its original position, the target accelerator pedal parameter value used for matching is matched with the target first wheel speed parameter value; when the current brake pedal position deviates from its original position, the target brake pedal parameter value used for matching is matched with the target second wheel speed parameter value.

[0065] Figure 2 This is a schematic flowchart illustrating how to determine a reference motor speed range for a motor, as provided in an embodiment of this application. Figure 2 As shown, optionally, the reference motor speed range of the motor is determined based on the vehicle's current driving parameters, including:

[0066] S202: Determine the vehicle's slip offset based on the current slip offset parameter value, the current wheel speed parameter value, and the current pedal parameter value.

[0067] When the current driving parameters match the target driving parameters, and the position of the current accelerator pedal deviates from the original position by a predetermined first angle range, step S202 includes: determining a first sub-slip offset based on the current first wheel speed parameter value among the current steering wheel parameter value and the current wheel speed parameter value, or based on a pre-established first model; determining a second sub-slip offset based on the current first wheel speed parameter value among the current slope parameter value and the current wheel speed parameter value, or based on a pre-established second model; determining a third sub-slip offset based on the current first wheel speed parameter value among the current rear wheel speed difference parameter value and the current wheel speed parameter value, or based on a pre-established third model; and determining a fourth sub-slip offset based on the current accelerator pedal parameter value among the current pedal parameter value and the current first wheel speed parameter value among the current wheel speed parameter values, or based on a pre-established fourth model.

[0068] Next, the obtained first, second, third, and fourth sub-slip offsets are added together to obtain the total slip offset. It's easy to understand that the current slip offset parameter value includes at least one of the current steering wheel parameter value, current slope parameter value, and current rear wheel speed difference parameter value. Therefore, based on the current slip offset parameter value, at least one of the first, second, and third sub-slip offsets can be obtained.

[0069] For example, adding the first sub-sliding offset and the fourth sub-sliding offset can also yield the sliding offset; or, adding the second sub-sliding offset and the fourth sub-sliding offset can also yield the sliding offset; or, adding the third sub-sliding offset and the fourth sub-sliding offset can also yield the sliding offset. Alternatively, adding the first sub-sliding offset, the second sub-sliding offset, and the fourth sub-sliding offset can yield the sliding offset, and so on. In other words, the components of the sliding offset may include at least one of the first sub-sliding offset, the second sub-sliding offset, the third sub-sliding offset, and the fourth sub-sliding offset.

[0070] When the current driving parameters match the target driving parameters, and the position of the current brake pedal deviates from the original position by a predetermined second angle range, step S202 includes: determining a fifth sub-slip offset based on the current second wheel speed parameter value among the current steering wheel parameter value and the current wheel speed parameter value, or based on a pre-established fifth model; determining a sixth sub-slip offset based on the current second wheel speed parameter value among the current slope parameter value and the current wheel speed parameter value, or based on a pre-established sixth model; determining a seventh sub-slip offset based on the current second wheel speed parameter value among the current rear wheel speed difference parameter value and the current wheel speed parameter value, or based on a pre-established seventh model; and determining an eighth sub-slip offset based on the current accelerator pedal parameter value among the current pedal parameter values ​​and the current second wheel speed parameter value among the current wheel speed parameter values, or based on a pre-established eighth model.

[0071] Next, the obtained fifth, sixth, seventh, and eighth sub-slip offsets are added together to obtain the total slip offset. It's easy to understand that the current slip offset parameter value includes at least one of the current steering wheel parameter value, current slope parameter value, and current rear wheel speed difference parameter value. Therefore, based on the current slip offset parameter value, at least one of the fifth, sixth, and seventh sub-slip offsets can be obtained.

[0072] For example, adding the fifth and eighth sub-sliding offsets will also yield the sliding offset; or, adding the sixth and eighth sub-sliding offsets will also yield the sliding offset; or, adding the seventh and eighth sub-sliding offsets will also yield the sliding offset. Alternatively, adding the fifth, sixth, and eighth sub-sliding offsets will also yield the sliding offset. In other words, the components of the sliding offset may include at least one of the fifth, sixth, and seventh sub-sliding offsets, as well as the eighth sub-sliding offset.

[0073] S204: and the reference motor speed range for determining the motor based on the slip offset, the current wheel speed parameter value, and the transmission parameter value.

[0074] Similarly, when the current driving parameters match the target driving parameters, and the current accelerator pedal position deviates from its original position by a predetermined first angular range, before determining the reference motor speed range, the current first wheel speed parameter value is first filtered to remove unwanted interference components and improve analysis accuracy. Then, the reference motor speed range is determined based on the slip offset, the filtered current first wheel speed parameter value, and the transmission parameter values. The transmission parameters include the gear ratio from the wheel to the motor.

[0075] Specifically, the filtered current first wheel speed parameter value * gear ratio * (1 + slip offset) / 0.377 / wheel radius = the upper limit of the standard motor speed. Then, based on the upper limit of the standard motor speed, a reference motor speed range is determined. This reference motor speed range can be less than or equal to the upper limit of the standard motor speed. It should be noted that the slip offset can include at least one of a first sub-slip offset, a second sub-slip offset, a third sub-slip offset, and a fourth sub-slip offset.

[0076] When the current driving parameters match the target driving parameters, and the current brake pedal position deviates from its original position by a predetermined second angle range, before determining the reference motor speed range, the current second wheel speed parameter value within the current wheel speed parameter value is first filtered to remove unwanted interference components and improve analysis accuracy. Then, based on the slip offset, the filtered current second wheel speed parameter value, and the transmission parameter values, the reference motor speed range is determined. The transmission parameters include the gear ratio from the wheel to the motor.

[0077] Specifically, the filtered current second wheel speed parameter value * gear ratio * (1 - slip offset) / 0.377 / wheel radius = standard motor speed lower limit. Then, a reference motor speed range is determined based on this standard motor speed lower limit, which can be greater than or equal to the standard motor speed lower limit. It should be noted that the slip offset can include at least one of the fifth, sixth, and seventh sub-slip offsets, as well as an eighth sub-slip offset.

[0078] Optionally, when the current pedal parameter values ​​include the current accelerator pedal parameter values ​​and the current brake pedal parameter values, if the current driving parameters match the target driving parameters, then the change in motor speed within a preset time is determined to be greater than or equal to a preset change value, including:

[0079] When the current slip offset parameter value, the current accelerator pedal parameter value, and the current first wheel speed parameter value match the target slip offset parameter value, the target accelerator pedal parameter value, and the target first wheel speed parameter value, then the change in motor speed within a preset time is determined to be greater than or equal to a first preset change value; or,

[0080] When the current slip offset parameter value, the current brake pedal parameter value, and the current second wheel speed parameter value match the target slip offset parameter value, the target brake pedal parameter value, and the target second wheel speed parameter value, it is determined that the change value of the motor speed within a preset time is greater than or equal to the second preset change value.

[0081] Specifically, when the current pedal parameter value includes both the current accelerator pedal parameter value and the current brake pedal parameter value, the vehicle control method provided in this application can be applied to scenarios where the current accelerator pedal position deviates from its original position by a predetermined first angular range and scenarios where the current brake pedal position deviates from its original position by a predetermined second angular range. The reference motor speed range corresponding to the scenario where the current accelerator pedal position deviates from its original position by a predetermined first angular range can be a first reference motor speed range; the reference motor speed range corresponding to the scenario where the current brake pedal position deviates from its original position by a predetermined second angular range can be a second reference motor speed range. It should be noted that the change in motor speed within a preset time period is the absolute value.

[0082] S104: Based on the reference motor speed range and the actual motor speed, obtain the upper limit and lower limit of the standard motor torque.

[0083] By using the reference motor speed range and the actual motor speed, we can obtain the upper limit and lower limit of the standard motor torque that can prevent the motor from hitting the gear and causing abnormal noise at that actual speed.

[0084] Figure 3 This is a schematic flowchart illustrating how to determine the upper and lower limits of a standard motor torque, as provided in an embodiment of this application. Figure 3 As shown, optionally, the upper limit and lower limit of the standard motor torque are obtained based on the reference motor speed range and the actual motor speed, including:

[0085] S302: Determine the upper limit of the correction factor based on the current accelerator pedal parameter value and the current first wheel speed parameter value.

[0086] When the current driving parameters match the target driving parameters, and the current accelerator pedal position deviates from its original position by a predetermined first angle range, the high-speed regulator is activated. The high-speed regulator uses a pre-established mapping table of the current accelerator pedal parameter value, the current first wheel speed parameter value, and the upper limit value of the correction factor to look up the corresponding upper limit value of the correction factor for the current accelerator pedal parameter value and the current first wheel speed parameter value. Here, the upper limit value of the correction factor is used to correct the subsequently calculated, uncorrected upper limit value of the quasi-torque limit factor.

[0087] S304: Determine the upper limit value of the quasi-torque limit factor based on the ratio of the upper limit value of the first reference motor speed range to the actual speed of the motor. Based on the upper limit value of the correction factor, perform correction processing on the upper limit value of the quasi-torque limit factor to obtain the upper limit value of the torque limit factor.

[0088] The upper limit of the quasi-torque limit factor is the uncorrected theoretical upper limit of the torque limit factor. It is calculated as the ratio of the upper limit of the first reference motor speed range to the actual motor speed, based on the upper limit of the first reference motor speed range and the actual motor speed. Then, the upper limit of the quasi-torque limit factor corresponding to the current ratio is looked up in a pre-established mapping table between the ratio of the upper limit of the first reference motor speed range to the actual motor speed and the upper limit of the quasi-torque limit factor.

[0089] Then, the upper limit value of the correction factor in step S302 is used to correct the upper limit value of the quasi-torque limit factor. That is, the value obtained by multiplying the upper limit value of the correction factor by the upper limit value of the quasi-torque limit factor and 1 are taken as the upper limit value of the torque limit factor.

[0090] S306: The upper limit of standard motor torque is determined based on the product of the upper limit of torque limit factor and the upper limit of motor torque limit, and the lower limit of standard motor torque is determined based on the product of the lower limit of preset torque limit factor and the lower limit of motor torque limit.

[0091] The upper limit of the motor torque limit is the theoretical upper limit of the motor torque under the current conditions, which can be obtained by looking up a table. The lower limit of the motor torque limit is also the theoretical lower limit of the motor torque under the current conditions, which can also be obtained by looking up a table. Multiplying the upper limit of the torque limit factor and the upper limit of the motor torque limit yields the standard upper limit of the motor torque. Multiplying the lower limit of the torque limit factor and the lower limit of the motor torque limit yields the standard lower limit of the motor torque. Here, the lower limit of the torque limit factor can be 1. Based on the standard upper and lower limits of the motor torque, the standard motor torque range can be obtained.

[0092] Figure 4 This is a schematic flowchart illustrating another method for determining the upper and lower limits of the standard motor torque provided in this application embodiment. (See attached diagram.) Figure 4 As shown, optionally, obtaining the upper limit and lower limit of the standard motor torque based on the reference motor speed range and the actual motor speed further includes:

[0093] S402: Determine the lower limit of the correction factor based on the current brake pedal parameter value and the current second wheel speed parameter value.

[0094] When the current driving parameters match the target driving parameters, and the current brake pedal position deviates from its original position by a predetermined second angle range, the low-speed regulator is activated. The low-speed regulator uses a pre-established mapping table of the current brake pedal parameter value, the current second wheel speed parameter value, and the lower limit of the correction factor to look up the corresponding lower limit of the correction factor for each parameter. Here, the lower limit of the correction factor is used to correct the subsequently calculated, uncorrected lower limit of the quasi-torque limit factor.

[0095] S404: Determine the lower limit of the quasi-torque limit factor based on the ratio of the actual speed of the motor to the lower limit of the speed range of the second reference motor. Based on the lower limit of the correction factor, perform correction processing on the lower limit of the quasi-torque limit factor to obtain the lower limit of the torque limit factor.

[0096] The lower limit of the quasi-torque limit factor is the uncorrected theoretical lower limit of the torque limit factor. It is calculated by dividing the actual motor speed by the lower limit of the second reference motor speed range, resulting in the ratio of the actual motor speed to the lower limit of the second reference motor speed range. Then, based on a pre-established mapping table between the ratio of the actual motor speed to the lower limit of the second reference motor speed range and the quasi-torque limit factor lower limit, the corresponding quasi-torque limit factor lower limit is retrieved.

[0097] Then, the lower limit of the correction factor in step S402 is used to correct the lower limit of the quasi-torque limit factor. That is, the lower limit of the correction factor multiplied by the lower limit of the quasi-torque limit factor and the smaller of the value and 1 are taken as the lower limit of the torque limit factor.

[0098] S406: The standard motor torque lower limit is determined based on the product of the lower limit of the torque limit factor and the lower limit of the motor torque limit; the standard motor torque upper limit is determined based on the product of the upper limit of the preset torque limit factor and the upper limit of the motor torque limit.

[0099] The upper limit of the motor torque limit is the theoretical upper limit of the motor torque under the current state, which can be obtained by looking up a table. The lower limit of the motor torque limit is also the theoretical lower limit of the motor torque under the current state, which can also be obtained by looking up a table. Multiplying the lower limit of the torque limit factor and the lower limit of the motor torque gives the standard lower limit of the motor torque. The standard lower limit of the motor torque can be negative, with the sign indicating the direction. Multiplying the upper limit of the torque limit factor and the upper limit of the motor torque gives the standard upper limit of the motor torque. Here, the upper limit of the torque limit factor can be 1. Based on the standard upper limit and lower limit of the motor torque, the standard motor torque range can be obtained.

[0100] S106: Adjusts the actual motor torque of the vehicle based on the standard upper limit and standard lower limit of motor torque.

[0101] The standard motor torque range can be obtained based on the upper and lower limits of the standard motor torque. The actual motor torque of the vehicle can then be obtained and adjusted to fit within the standard motor torque range.

[0102] Generally, when the current driving parameters match the target driving parameters, and the current accelerator pedal position deviates from the original position by a predetermined first angle range, the actual motor torque of the vehicle is greater than the upper limit of the standard motor torque. At this time, the hybrid vehicle controller can adjust the actual motor torque of the vehicle to the upper limit of the standard motor torque, or adjust it to the range of the standard motor torque.

[0103] When the current driving parameters match the target driving parameters, and the current brake pedal position deviates from the original position by a predetermined second angle range, the actual motor torque of the vehicle is less than the lower limit of the standard motor torque. At this time, the absolute value of the actual motor torque of the vehicle is greater than the lower limit of the standard motor torque. Positive and negative values ​​indicate direction. At this time, the hybrid vehicle controller can adjust the actual motor torque of the vehicle to the lower limit of the standard motor torque or to the standard motor torque range.

[0104] In summary, this application provides a vehicle control method. When the change in motor speed within a preset time period is detected to be greater than or equal to a preset change value, a reference motor speed range is determined based on the vehicle's current driving parameters. This reference motor speed range represents the theoretical speed range of the motor under the current driving parameters. Then, based on the reference motor speed range and the actual motor speed, a standard upper limit and a standard lower limit for motor torque are obtained. Finally, the actual motor torque is adjusted based on these standard upper and lower limits. This proactively adjusts the motor torque when the motor speed changes rapidly, preventing abnormal noise caused by the motor striking the gears.

[0105] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0106] For example, such as Figure 5 As shown, the device 500 includes:

[0107] The monitoring module 510 is adapted to determine the reference motor speed range based on the vehicle's current driving parameters when the change in motor speed within a preset time is greater than or equal to a preset change value.

[0108] The torque determination module 520 is adapted to obtain the upper limit value of the standard motor torque and the lower limit value of the standard motor torque based on the reference motor speed range and the actual speed of the motor.

[0109] The adjustment module 530 is suitable for adjusting the actual motor torque of the vehicle based on the standard upper limit and the standard lower limit of motor torque.

[0110] Optionally, the monitoring module 510 is also adapted to monitor the current driving parameters of the vehicle. When the current driving parameters match the target driving parameters, it determines that the change value of the motor speed within a preset time is greater than or equal to the preset change value.

[0111] Optionally, the current driving parameters include at least the current slip offset parameter value, the current wheel speed parameter value, and the current pedal parameter value;

[0112] The target driving parameters include at least the target slip offset parameter value, the target wheel speed parameter value, and the target pedal parameter value, and the type of the target driving parameters corresponds to the current driving parameters.

[0113] Optionally, the monitoring module 510 is also adapted to determine the amount of vehicle slippage based on the current slippage parameter value, the current wheel speed parameter value, and the current pedal parameter value;

[0114] And the reference motor speed range is determined based on the slip offset, the current wheel speed parameter value, and the transmission parameter value.

[0115] Optionally, the current slip offset parameter value includes at least one of the current steering wheel parameter value, the current slope parameter value, and the current rear wheel speed difference parameter value; the current wheel speed parameter value includes the current first wheel speed parameter value and the current second wheel speed parameter value, wherein the current first wheel speed parameter value is greater than or equal to the current second wheel speed parameter value; the current pedal parameter value includes at least one of the current accelerator pedal parameter value and the current brake pedal parameter value; the current accelerator pedal parameter value is matched with the current first wheel speed parameter value, and the current brake pedal parameter value is matched with the current second wheel speed parameter value;

[0116] The target slip offset parameter value includes at least one of the target steering wheel parameter value, the target slope parameter value, and the target rear wheel speed difference parameter value; the target wheel speed parameter value includes the target first wheel speed parameter value and the target second wheel speed parameter value; the target pedal parameter value includes at least one of the target accelerator pedal parameter value and the target brake pedal parameter value; the target accelerator pedal parameter value is matched with the target first wheel speed parameter value, and the target brake pedal parameter value is matched with the target second wheel speed parameter value.

[0117] Optionally, when the current pedal parameter values ​​include the current accelerator pedal parameter value and the current brake pedal parameter value, the monitoring module 510 is further adapted to determine that the change in motor speed within a preset time is greater than or equal to a first preset change value when the current slip offset parameter value, the current accelerator pedal parameter value, and the current first wheel speed parameter value match the target slip offset parameter value, the target accelerator pedal parameter value, and the target first wheel speed parameter value; or

[0118] When the current slip offset parameter value, the current brake pedal parameter value, and the current second wheel speed parameter value match the target slip offset parameter value, the target brake pedal parameter value, and the target second wheel speed parameter value, it is determined that the change value of the motor speed within a preset time is greater than or equal to the second preset change value.

[0119] Optionally, the torque determination module 520 is also adapted to determine an upper limit value of the correction factor based on the current accelerator pedal parameter value and the current first wheel speed parameter value;

[0120] The upper limit value of the quasi-torque limit factor is determined based on the ratio of the upper limit value of the first reference motor speed range to the actual speed of the motor. The upper limit value of the quasi-torque limit factor is then corrected based on the upper limit value of the correction factor to obtain the upper limit value of the torque limit factor.

[0121] The upper limit of the standard motor torque is determined by multiplying the upper limit of the torque limit factor and the upper limit of the motor torque limit, and the lower limit of the standard motor torque is determined by multiplying the lower limit of the preset torque limit factor and the lower limit of the motor torque limit.

[0122] Optionally, the torque determination module 520 is also adapted to determine a lower limit value of the correction factor based on the current brake pedal parameter value and the current second wheel speed parameter value;

[0123] The lower limit of the quasi-torque limit factor is determined based on the ratio of the actual speed of the motor to the lower limit of the speed range of the second reference motor. The lower limit of the quasi-torque limit factor is then corrected based on the lower limit of the correction factor to obtain the lower limit of the torque limit factor.

[0124] The standard motor torque lower limit is determined by multiplying the lower limit of the torque limit factor and the lower limit of the motor torque limit, and the standard motor torque upper limit is determined by multiplying the upper limit of the preset torque limit factor and the upper limit of the motor torque limit.

[0125] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0126] For example, such as Figure 6 As shown, the vehicle 600 includes a memory 601 and a processor 602. The memory 601 stores executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a vehicle control method.

[0127] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0128] When each functional module is divided according to its corresponding function, the vehicle may include several modules of independent parts (monitoring module, torque determination module, adjustment module, etc.). It should be noted that all relevant content of each step involved in the above method embodiment can be referred to in the functional description of the corresponding functional module, and will not be repeated here.

[0129] The vehicle provided in this embodiment is used to execute the vehicle control method described above, and therefore can achieve the same effect as the above implementation method.

[0130] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0131] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0132] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle control method in the above embodiment.

[0133] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a vehicle control method as described in the above embodiment.

[0134] In addition, the vehicle provided in the embodiments of this application may include a connected processor and a memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute the instructions to cause the chip to execute a vehicle control method in the above embodiments.

[0135] In this embodiment, the vehicle, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0136] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0137] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0138] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: The vehicle's current driving parameters are monitored. When the current driving parameters match the target driving parameters, the change value of the motor speed within a preset time is determined to be greater than or equal to a preset change value. The reference motor speed range of the motor is determined based on the vehicle's current driving parameters. Based on the reference motor speed range and the actual motor speed, the upper limit value and the lower limit value of the standard motor torque of the motor are obtained; The actual motor torque of the vehicle is adjusted based on the standard upper limit value and the standard lower limit value of the motor torque. The current driving parameters include at least the current slip offset parameter value, the current wheel speed parameter value, and the current pedal parameter value; the target driving parameters include at least the target slip offset parameter value, the target wheel speed parameter value, and the target pedal parameter value, and the type of the target driving parameters corresponds to the type of the current driving parameters; determining the reference motor speed range of the motor based on the current driving parameters of the vehicle includes: The vehicle's slip offset is determined based on the current slip offset parameter value, the current wheel speed parameter value, and the current pedal parameter value; and the reference motor speed range of the motor is determined based on the slip offset, the current wheel speed parameter value, and the transmission parameter value.

2. The vehicle control method according to claim 1, characterized in that, The current slip offset parameter value includes at least one of the current steering wheel parameter value, current slope parameter value, and current rear wheel speed difference parameter value; the current wheel speed parameter value includes the current first wheel speed parameter value and the current second wheel speed parameter value, wherein the current first wheel speed parameter value is greater than or equal to the current second wheel speed parameter value; the current pedal parameter value includes at least one of the current accelerator pedal parameter value and the current brake pedal parameter value; the current accelerator pedal parameter value is matched with the current first wheel speed parameter value, and the current brake pedal parameter value is matched with the current second wheel speed parameter value; The target slip offset parameter value includes at least one of the target steering wheel parameter value, the target slope parameter value, and the target rear wheel speed difference parameter value; the target wheel speed parameter value includes the target first wheel speed parameter value and the target second wheel speed parameter value; the target pedal parameter value includes at least one of the target accelerator pedal parameter value and the target brake pedal parameter value; the target accelerator pedal parameter value is matched with the target first wheel speed parameter value, and the target brake pedal parameter value is matched with the target second wheel speed parameter value.

3. The vehicle control method according to claim 2, characterized in that, When the current pedal parameter value includes the current accelerator pedal parameter value and the current brake pedal parameter value, the step of determining that the change value of the motor speed within a preset time is greater than or equal to a preset change value when the current driving parameter matches the target driving parameter includes: When the current slip offset parameter value, the current accelerator pedal parameter value, and the current first wheel speed parameter value match the target slip offset parameter value, the target accelerator pedal parameter value, and the target first wheel speed parameter value, then it is determined that the change value of the motor speed within a preset time is greater than or equal to a first preset change value; or, When the current slip offset parameter value, the current brake pedal parameter value, and the current second wheel speed parameter value match the target slip offset parameter value, the target brake pedal parameter value, and the target second wheel speed parameter value, then it is determined that the change value of the motor speed within a preset time is greater than or equal to the second preset change value.

4. The vehicle control method according to claim 3, characterized in that, The process of obtaining the upper limit and lower limit of the standard motor torque based on the reference motor speed range and the actual motor speed includes: The upper limit of the correction factor is determined based on the current accelerator pedal parameter value and the current first wheel speed parameter value; The upper limit value of the quasi-torque limit factor is determined based on the ratio of the upper limit value of the first reference motor speed range to the actual speed of the motor. The upper limit value of the quasi-torque limit factor is then corrected based on the upper limit value of the correction factor to obtain the upper limit value of the torque limit factor. The upper limit of the standard motor torque is determined by multiplying the upper limit of the torque limit factor and the upper limit of the motor torque limit of the motor, and the lower limit of the standard motor torque is determined by multiplying the lower limit of the preset torque limit factor and the lower limit of the motor torque limit of the motor.

5. The vehicle control method according to claim 3, characterized in that, The process of obtaining the upper limit and lower limit of the standard motor torque based on the reference motor speed range and the actual motor speed also includes: The lower limit of the correction factor is determined based on the current brake pedal parameter value and the current second wheel speed parameter value. The lower limit of the quasi-torque limit factor is determined based on the ratio of the actual speed of the motor to the lower limit of the speed range of the second reference motor. The lower limit of the quasi-torque limit factor is then corrected based on the lower limit of the correction factor to obtain the lower limit of the torque limit factor. The standard motor torque lower limit is determined by multiplying the lower limit of the torque limit factor and the lower limit of the motor torque limit of the motor, and the standard motor torque upper limit is determined by multiplying the upper limit of the preset torque limit factor and the upper limit of the motor torque limit of the motor.

6. A vehicle control device, characterized in that, The device includes: The monitoring module is adapted to monitor the current driving parameters of the vehicle. When the current driving parameters match the target driving parameters, it determines that the change value of the motor speed within a preset time is greater than or equal to the preset change value, and determines the reference motor speed range of the motor based on the current driving parameters of the vehicle. The torque determination module is adapted to obtain the upper limit value of the standard motor torque and the lower limit value of the standard motor torque based on the reference motor speed range and the actual speed of the motor. An adjustment module is adapted to adjust the actual motor torque of the vehicle based on the standard upper limit value of motor torque and the standard lower limit value of motor torque. The current driving parameters include at least the current slip offset parameter value, the current wheel speed parameter value, and the current pedal parameter value; the target driving parameters include at least the target slip offset parameter value, the target wheel speed parameter value, and the target pedal parameter value, and the type of the target driving parameters corresponds to that of the current driving parameters; the monitoring module is also adapted to determine the slip offset of the vehicle based on the current slip offset parameter value, the current wheel speed parameter value, and the current pedal parameter value; and to determine the reference motor speed range of the motor based on the slip offset, the current wheel speed parameter value, and the transmission parameter value.

7. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 5.

Images