A vehicle control method, device, storage medium and vehicle

Abstract

The application provides a vehicle control method and device, a storage medium and a vehicle, and belongs to the technical field of vehicles. In the case where the brake energy recovery function of the vehicle is in an activated state, a first available brake energy recovery capability value is input into a first prediction model, so that a second available brake energy recovery capability value at a second time can be predicted. Then, based on the first available brake energy recovery capability value, the second available brake energy recovery capability value and a brake pedal opening degree, a first brake energy recovery torque request value at a first time is determined, and in combination with a first coasting energy recovery torque, a first motor actual execution torque is obtained. Finally, based on the first motor actual execution torque and a second brake energy recovery torque request value at the second time, it is determined whether to disable the brake energy recovery function at the second time, so that the influence of CAN signal delay can be eliminated to a certain extent, and the brake energy recovery function can be prevented from being abnormally disabled.

Description

TECHNICAL FIELD

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

[0002] With the progress and development of society, environmental protection and energy crisis problems are increasingly valued by people. Since new energy vehicles have important advantages in energy saving and environmental protection, they have become an important direction of the development of the automobile industry. How to improve the driving range is a key technical problem of new energy vehicles. The brake energy recovery function is to convert the kinetic energy in the braking and / or coasting process of the vehicle into electric energy and store it in the energy storage unit of the vehicle, thereby improving the driving range to a certain extent.

[0003] Currently, during the brake energy recovery process, the brake energy recovery torque request value and the brake energy recovery torque execution value are usually compared. However, due to the delay of CAN (Controller Area Network) signal transmission and the response time required for motor execution torque, there is usually a difference between the brake energy recovery torque request value and the brake energy recovery torque execution value. When the difference is large, it will cause the brake energy recovery torque function to report an error, causing the brake energy recovery function to be abnormally disabled. SUMMARY

[0004] The present application provides a vehicle control method, device, storage medium and vehicle to solve the problem of abnormal disabling of the brake energy recovery function caused by CAN signal delay in related technologies.

[0005] To solve the above problems, the present application adopts the following technical solutions:

[0006] In a first aspect, the embodiments of the present application provide a vehicle control method, which comprises:

[0007] In the case that the brake energy recovery function of the vehicle is in an activated state, determining a first coasting energy recovery torque and a first available brake energy recovery capability value of the vehicle at a first time;

[0008] inputting the first available brake energy recovery capability value into a first prediction model pre-trained to predict a second available brake energy recovery capability value at a second time; wherein the difference between the second time and the first time is a preset time length;

[0009] determining a first brake energy recovery torque request value at the first time based on the first available brake energy recovery capability value, the second available brake energy recovery capability value and the brake pedal opening degree;

[0010] determine a first motor actual execution torque of the vehicle at the first time point based on the first braking energy recovery torque request value and the first coasting energy recovery torque;

[0011] determine a second braking energy recovery torque request value of the vehicle at the second time point;

[0012] determine whether to disable the braking energy recovery function at the second time point based on the first motor actual execution torque and the second braking energy recovery torque request value.

[0013] In an embodiment of the present application, before the step of determining the first coasting energy recovery torque and the first available braking energy recovery capability value of the vehicle at the first time point, when the braking energy recovery function of the vehicle is in an activated state, the method further comprises:

[0014] determine a current torque request value of the vehicle when it is detected that the accelerator pedal of the vehicle is in a released state;

[0015] determine that the braking energy recovery function is in a disabled state when the current torque request value is greater than a torque threshold value;

[0016] determine that the braking energy recovery function is in an activated state when the current torque request value is less than or equal to the torque threshold value.

[0017] In an embodiment of the present application, the step of determining the first coasting energy recovery torque and the first available braking energy recovery capability value of the vehicle at the first time point comprises:

[0018] determine a vehicle negative torque capability value based on a charging power of the power battery and a negative torque capability of the motor;

[0019] determine the first coasting energy recovery torque based on a vehicle speed of the vehicle at the first time point;

[0020] determine the first available braking energy recovery capability value based on the vehicle negative torque capability value and the first coasting energy recovery torque.

[0021] In an embodiment of the present application, the first prediction model is a Markov model; the step of inputting the first available braking energy recovery capability value into the pre-trained first prediction model to predict a second available braking energy recovery capability value at a second time point comprises:

[0022] input the first available braking energy recovery capability value into the Markov model, and determine the second available braking energy recovery capability value at the second time point based on a state transition matrix of the Markov model.

[0023] In an embodiment of the present application, the step of determining the first brake energy recovery torque request value at the first time based on the first available brake energy recovery capability value, the second available brake energy recovery capability value and the brake pedal opening degree comprises:

[0024] determining the larger one of the first available brake energy recovery capability value and the second available brake energy recovery capability value as an actual available brake energy recovery capability value, and sending the actual available brake energy recovery capability value to a brake system controller;

[0025] receiving the first brake energy recovery torque request value returned by the brake system controller; the first brake energy recovery torque request value is determined by the brake system controller based on the actual available brake energy recovery capability value and the brake pedal opening degree.

[0026] In an embodiment of the present application, the step of determining whether to disable the brake energy recovery function at the second time based on the first motor actual execution torque and the second brake energy recovery torque request value comprises:

[0027] in the case where the first motor actual execution torque is less than the second brake energy recovery torque request value, determining the second brake energy recovery torque request value as a target execution value;

[0028] in the case where the first motor actual execution torque is greater than or equal to the second brake energy recovery torque request value, inputting the second brake energy recovery torque request value into a second pre-trained prediction model to predict a third brake energy recovery torque request value at a third time, and determining the larger one of the first motor actual execution torque and the third brake energy recovery torque request value as the target execution value;

[0029] determining whether to disable the brake energy recovery function at the second time based on the target execution value and the second brake energy recovery torque request value.

[0030] In an embodiment of the present application, the step of determining whether to disable the brake energy recovery function at the second time based on the target execution value and the second brake energy recovery torque request value comprises:

[0031] determining an absolute value of the difference between the target execution value and the second brake energy recovery torque request value;

[0032] in the case where the absolute value is greater than a difference threshold value, determining to disable the brake energy recovery function at the second time;

[0033] In a case where the absolute value is less than or equal to the difference threshold value, it is determined that the brake energy recovery function is not disabled at the second time.

[0034] In a second aspect, based on the same inventive concept, an embodiment of the present application provides a vehicle control device, the device comprising:

[0035] A first determination module is configured to determine a first coasting energy recovery torque and a first available brake energy recovery capability value of a vehicle at a first time in a case where a brake energy recovery function of the vehicle is in an activated state;

[0036] A prediction module is configured to input the first available brake energy recovery capability value into a first pre-trained prediction model to predict a second available brake energy recovery capability value at a second time; wherein a difference between the second time and the first time is a preset time length.

[0037] A second determination module is configured to determine a first brake energy recovery torque request value at the first time based on the first available brake energy recovery capability value, the second available brake energy recovery capability value, and a brake pedal opening degree.

[0038] A third determination module is configured to determine a first motor actual execution torque at the first time based on the first brake energy recovery torque request value and the first coasting energy recovery torque.

[0039] A fourth determination module is configured to determine a second brake energy recovery torque request value of the vehicle at the second time.

[0040] A fifth determination module is configured to determine whether to disable the brake energy recovery function at the second time based on the first motor actual execution torque and the second brake energy recovery torque request value.

[0041] In an embodiment of the present application, the vehicle control device further comprises:

[0042] A sixth determination module is configured to determine a current torque request value of the vehicle in a case where it is detected that an accelerator pedal of the vehicle is in a released state.

[0043] A function disabling module is configured to determine that the brake energy recovery function is in a disabled state in a case where the current torque request value is greater than a torque threshold value.

[0044] A function enabling module is configured to determine that the brake energy recovery function is in an activated state in a case where the current torque request value is less than or equal to the torque threshold value.

[0045] In an embodiment of the present application, the first determination module comprises:

[0046] a first determining sub-module, configured to determine a vehicle negative torque capability value based on a charging power of the power battery and a negative torque capability of the motor;

[0047] a second determining sub-module, configured to determine the first energy-regeneration torque based on a vehicle speed of the vehicle at the first time point;

[0048] a third determining sub-module, configured to determine the first available brake energy-regeneration capability value based on the vehicle negative torque capability value and the first energy-regeneration torque.

[0049] In an embodiment of the present application, the first prediction model is a Markov model; and the prediction module comprises:

[0050] a fourth determining sub-module, configured to input the first available brake energy-regeneration capability value into the Markov model, and determine the second available brake energy-regeneration capability value at the second time point based on a state transition matrix of the Markov model.

[0051] In an embodiment of the present application, the second determining module comprises:

[0052] a sending sub-module, configured to determine a larger one of the first available brake energy-regeneration capability value and the second available brake energy-regeneration capability value as an actual available brake energy-regeneration capability value, and send the actual available brake energy-regeneration capability value to the brake system controller.

[0053] a receiving sub-module, configured to receive the first brake energy-regeneration torque request value returned by the brake system controller; the first brake energy-regeneration torque request value is determined by the brake system controller based on the actual available brake energy-regeneration capability value and the brake pedal opening degree.

[0054] In an embodiment of the present application, the fifth determining module comprises:

[0055] a fifth determining sub-module, configured to, in a case where the first motor actual execution torque is less than the second brake energy-regeneration torque request value, determine the second brake energy-regeneration torque request value as a target execution value;

[0056] a sixth determining sub-module, configured to, in a case where the first motor actual execution torque is greater than or equal to the second brake energy-regeneration torque request value, input the second brake energy-regeneration torque request value into a second pre-trained prediction model, predict a third brake energy-regeneration torque request value at a third time point, and determine a larger one of the first motor actual execution torque and the third brake energy-regeneration torque request value as the target execution value;

[0057] A seventh determining sub-module is configured to determine whether to disable the brake energy recovery function at the second time based on the target execution value and the second brake energy recovery torque request value.

[0058] In an embodiment of the present application, the seventh determining sub-module comprises:

[0059] An absolute value determining unit is configured to determine an absolute value of a difference between the target execution value and the second brake energy recovery torque request value.

[0060] A function disabling unit is configured to determine to disable the brake energy recovery function at the second time when the absolute value is greater than a difference threshold value.

[0061] A function keeping unit is configured to determine not to disable the brake energy recovery function at the second time when the absolute value is less than or equal to the difference threshold value.

[0062] In a third aspect, based on the same inventive concept, embodiments of the present application provide a storage medium, wherein the storage medium stores machine executable instructions, and the machine executable instructions are executed by a processor to implement the vehicle control method provided in the first aspect of the present application.

[0063] In a fourth aspect, based on the same inventive concept, embodiments of the present application provide a vehicle, comprising a processor and a memory, wherein the memory stores machine executable instructions capable of being executed by the processor, and the processor is configured to execute the machine executable instructions to implement the vehicle control method provided in the first aspect of the present application.

[0064] Compared with the prior art, the present application has the following advantages:

[0065] The vehicle control method provided in the embodiment of the application can determine the first coasting energy recovery torque and the first available brake energy recovery capability value of the vehicle at the first time point when the brake energy recovery function of the vehicle is in the activated state, input the first available brake energy recovery capability value into the first prediction model pre-trained, and predict the second available brake energy recovery capability value at the second time point. Then, the first brake energy recovery torque request value at the first time point is determined based on the first available brake energy recovery capability value, the second available brake energy recovery capability value and the brake pedal opening degree, the first motor actual execution torque at the first time point is obtained in combination with the first coasting energy recovery torque, and finally, whether to disable the brake energy recovery function at the second time point is determined based on the first motor actual execution torque and the second brake energy recovery torque request value at the second time point. The embodiment of the application predicts the available brake energy recovery capability value at the second time point after a preset time length through the first prediction model, so that the first motor actual execution torque at the first time point obtained based on the second available brake energy recovery capability value is closer to the second brake energy recovery torque request value at the second time point, and then the influence of the CAN signal delay is eliminated to a certain extent, the accurate judgment of the brake energy recovery torque request value and the motor actual execution torque corresponding to each time point is realized, and the phenomenon that the brake energy recovery function is abnormally disabled is effectively avoided. BRIEF DESCRIPTION OF DRAWINGS

[0066] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description only constitute some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor.

[0067] Figure 1 is a schematic diagram of steps of a vehicle control method in an embodiment of the present application.

[0068] Figure 2 is a schematic diagram of functional modules of a vehicle control device in an embodiment of the present application.

[0069] Figure 3 is a schematic diagram of a structure of a vehicle in an embodiment of the present application. DETAILED DESCRIPTION

[0070] The technical solutions in the embodiments of the present application will be described clearly and completely in the following with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments only constitute some embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the protection scope of the present application.

[0071] It should be noted that when the current new energy vehicle enables the brake energy recovery function, the brake energy recovery function needs to interact between the vehicle controller (VCU, Vehicle Control Unit) and the chassis, and there are mainly three torque values: available brake energy recovery torque value, brake energy recovery torque request value and brake energy recovery torque execution value. Specifically, usually the VCU calculates the available brake energy recovery torque value, and sends the available brake energy recovery torque value to the brake system controller of the chassis, and the brake system controller determines the brake energy recovery torque request value that needs to be fed back to the VCU according to the available brake energy recovery torque value and the brake demand torque triggered by the driver, and the VCU sends the brake energy recovery torque request value to the motor, so that the motor executes the brake energy recovery operation based on the brake energy recovery torque request value, and feeds back the brake energy recovery torque execution value to the VCU, that is, the brake energy recovery torque request value and the brake energy recovery torque execution value are the same. However, due to the delay of CAN signal transmission and the response time of motor execution torque, there may be a large difference between the brake energy recovery torque request value and the brake energy recovery torque execution value. For example, the VCU sends the brake energy recovery torque request value to the motor at t1, and after a delay of 30ms, the motor returns the brake energy recovery torque execution value to the VCU at t2. At this time, the VCU compares the brake energy recovery torque execution value sent at t1 with the brake energy recovery torque request value at t2, so that the brake energy recovery torque request value and the brake energy recovery torque execution value have a difference most of the time, and when the difference is large, it will cause the brake energy recovery torque function to report an error, causing the brake energy recovery function to be abnormally disabled; at the same time, the coordination between the brake energy recovery torque and the hydraulic brake torque is not good, and the vehicle braking performance is impacted.

[0072] In view of the problem that the brake energy recovery function is abnormally disabled due to the CAN signal delay in the related technology, the present application aims to provide a vehicle control method, which predicts the available brake energy recovery capability value at the second time after the preset time length through a first prediction model, so that the first motor actual execution torque at the first time based on the second available brake energy recovery capability value can be closer to the actual situation when comparing the second brake energy recovery torque request value at the second time, realizing accurate judgment of the second brake energy recovery torque request value and the first motor actual execution torque, and thus the influence of the CAN signal delay can be eliminated to a certain extent, effectively avoiding the phenomenon that the brake energy recovery function is abnormally disabled, and avoiding the impact on the vehicle braking performance.

[0073] Reference Figure 1The vehicle control method of the present application can include the following steps:

[0074] S101: In the case that the brake energy recovery function of the vehicle is in the activated state, determine the first coasting energy recovery torque and the first available brake energy recovery capability value of the vehicle at the first time.

[0075] It should be noted that the execution subject of the present embodiment can be a computing service device with data processing, network communication and program running functions, or an electronic device with the above functions such as a car computer, a vehicle computer, etc. The present embodiment will be described with VCU as the execution subject. It should be noted that the present embodiment does not make specific restrictions on the execution subject of the vehicle.

[0076] In the present embodiment, the driver can activate the brake energy recovery function of the vehicle by releasing the accelerator and / or pressing the brake pedal, etc. After determining that the brake energy recovery function is in the activated state, the VCU will calculate the first coasting energy recovery torque generated by the vehicle coasting and the first available brake energy recovery capability value generated by the vehicle braking, and the sum of the first coasting energy recovery torque and the first available brake energy recovery capability value is the vehicle negative torque capability value, i.e. the maximum negative torque that can be applied to the motor to generate power for the power battery at the first time.

[0077] It should be noted that the first available brake energy recovery capability value represents the maximum brake torque that can be converted into battery energy at the first time. For example, the first available brake energy recovery capability value is -700 N·m, and the driver's brake demand is -1000 N·m, then -700 N·m of -1000 N·m can be used for brake energy recovery, and the remaining -300 N·m is provided by the brake mechanism.

[0078] S102: Input the first available brake energy recovery capability value into the first prediction model pre-trained, and predict the second available brake energy recovery capability value at the second time.

[0079] It should be noted that the difference between the second time and the first time is a preset time length, which is the CAN signal delay between the VCU and the brake system controller of the chassis for signal transmission, which can be obtained according to experimental calibration.

[0080] In the embodiment, considering that the first available brake energy recovery capability value at the first time and the second available brake energy recovery capability value at the second time can have a large difference, if the first available brake energy recovery capability value is directly used to calculate the first motor actual execution torque at the first time, the first motor actual execution torque will have a large difference when compared with the second brake energy recovery torque request value at the second time due to the existence of CAN signal delay. The reason is that the second brake energy recovery torque request value at the second time is determined based on the second available brake energy recovery capability value at the second time. Therefore, the second available brake energy recovery capability value at the second time is predicted based on the first available brake energy recovery capability value to eliminate the influence of CAN signal delay to a certain extent.

[0081] In a specific implementation, the first prediction model can be trained by a large number of real vehicle data. Specifically, the real vehicle data of each time period can be taken as a group of data, the torque value is divided into 200 intervals, each interval is 10 N, and the first prediction model is used to gradually predict the available brake energy recovery capability value in the future preset time length, so that the first prediction model learns the change rule of the available brake energy recovery capability value, and then the first available brake energy recovery capability value is input into the pre-trained first prediction model, and the second available brake energy recovery capability value at the second time after the preset time length can be accurately predicted.

[0082] In a specific implementation, the first prediction model can adopt a Markov model. The Markov model is a statistical model and a discrete-time random process with Markov property in mathematics. In the process, the past (i.e. the historical state before the present) is irrelevant to the prediction of the future (i.e. the future state after the present) given the current knowledge or information.

[0083] In the embodiment, after the training of the Markov model is completed by a large number of real vehicle data, a state transition matrix can be obtained, and then the first available brake energy recovery capability value is input into the Markov model. The state transition matrix can accurately predict the second available brake energy recovery capability value at the second time based on the first available brake energy recovery capability value at the first time.

[0084] S103: Determine the first brake energy recovery torque request value at the first time based on the first available brake energy recovery capability value, the second available brake energy recovery capability value and the brake pedal opening degree.

[0085] In this embodiment, it is considered that the predicted second available brake energy recovery capability value can be smaller than the first available brake energy recovery capability value, and can exceed the vehicle negative torque capability value at this time. Therefore, after the second available brake energy recovery capability value is predicted, its effectiveness is predicted. Specifically, when the second available brake energy recovery capability value is greater than or equal to the first available brake energy recovery capability value, it is determined that the second available brake energy recovery capability value is effective. Otherwise, it is determined that the second available brake energy recovery capability value is invalid, that is, the second available brake energy recovery capability value is not used. In this way, the safety of the vehicle during brake energy recovery can be effectively guaranteed, and the wear of the motor and the power battery can be avoided.

[0086] In this embodiment, when it is determined that the second available brake energy recovery capability value is effective, the first brake energy recovery torque request value at the first time can be determined based on the second available brake energy recovery capability value and the brake pedal opening. When it is determined that the second available brake energy recovery capability value is invalid, the first brake energy recovery torque request value at the first time is determined based on the first available brake energy recovery capability value and the brake pedal opening.

[0087] S104: Determine the first motor actual execution torque at the first time based on the first brake energy recovery torque request value and the first coasting energy recovery torque.

[0088] In specific implementation, the first brake energy recovery torque request value and the first coasting energy recovery torque can be superimposed, and the sum thereof is determined as the first motor actual execution torque at the first time. Then, the VCU generates a motor control instruction containing the first motor actual execution torque, and sends the motor control instruction to the motor, so that the motor outputs torque according to the first motor actual execution torque in response to the motor control instruction, and performs brake energy recovery operation.

[0089] S105: Determine the second brake energy recovery torque request value of the vehicle at the second time.

[0090] It should be noted that after the motor performs brake energy recovery operation, the actual execution torque, that is, the first motor actual execution torque, is fed back to the VCU. The time when the first motor actual execution torque is fed back to the VCU is the second time.

[0091] In this embodiment, the VCU calculates the second brake energy recovery torque request value corresponding to the second time based on the second coasting energy recovery torque, the second available brake energy recovery capability value and the second brake pedal opening at the second time. It should be noted that the specific calculation method can refer to the steps of calculating the first brake energy recovery torque request value at the first time in S101-S103, which will not be described here.

[0092] S106: Determine whether to disable the brake energy recovery function at the second time based on the first motor actual execution torque and the second brake energy recovery torque request value.

[0093] In the embodiment, since the first motor actual execution torque is determined based on the predicted second available brake energy recovery capability value, at the second time, the first motor actual execution torque at the first time can be closer to the second brake energy recovery torque request value required by the motor at the second time, thereby eliminating the influence of CAN signal delay to a certain extent, realizing accurate judgment of the brake energy recovery torque request value and the motor actual execution torque at each time, effectively avoiding the phenomenon that the brake energy recovery function is abnormally disabled; at the same time, the coordination between the brake energy recovery torque and the hydraulic brake torque can be improved, the braking performance of the vehicle is ensured, and the impact on the braking performance of the vehicle is avoided.

[0094] In a feasible embodiment, before S101, the vehicle control method can further include the following steps:

[0095] S201: In the case where it is detected that the accelerator pedal of the vehicle is in the released state, determine the current torque request value of the vehicle.

[0096] In the embodiment, it is considered that in the related art, after it is detected that the accelerator pedal is in the released state, the brake energy recovery function is activated to recover the coasting energy. However, when the driver quickly releases the accelerator pedal and steps on the brake pedal, in order to ensure the drivability of the vehicle, the torque of the vehicle needs to gradually drop from the positive torque value to 0. If the current torque request value of the vehicle is large, the negative torque request of the brake energy recovery torque cannot be quickly responded, so that after the accelerator pedal is released, the brake energy recovery torque function is also prone to error, causing the brake energy recovery function to be disabled.

[0097] In the embodiment, in order to solve the problem that the related art cannot effectively determine whether the vehicle has the ability to respond to the brake energy recovery torque, after it is detected that the accelerator pedal of the vehicle is in the released state, the VCU does not immediately activate the brake energy recovery function, but continuously detects the current torque request value of the vehicle.

[0098] S202: In the case where the current torque request value is greater than the torque threshold value, determine that the brake energy recovery function is in the disabled state.

[0099] In the embodiment, by setting the torque threshold value, the VCU does not activate the brake energy recovery function until the current torque request value drops to the torque threshold value, thereby effectively avoiding the error of the brake energy recovery torque function.

[0100] For example, the torque threshold can be set to 0 N or a small positive value, such as 10 N, and then when the current torque request value is greater than 10 N, the VCU sets the available brake energy recovery capability value to 0 N and sends it to the chassis to inform the chassis that the vehicle does not have the ability to perform brake energy recovery at this time.

[0101] S203: When the current torque request value is less than or equal to the torque threshold, it is determined that the brake energy recovery function is in an activated state.

[0102] In this embodiment, when the current torque request value is less than or equal to the torque threshold, the VCU will activate the brake energy recovery function, and according to the actual working condition, calculate the current available brake energy recovery capability value and send it to the chassis to make the chassis feedback the brake energy recovery torque request value required to request from the motor.

[0103] In this embodiment, by detecting the current torque request value after detecting that the accelerator pedal of the vehicle is in the released state, it can be accurately determined whether the vehicle has the ability to respond to the brake energy recovery torque, so that after the brake energy recovery function is activated, the current available brake energy recovery capability value of the vehicle can be accurately calculated, and the brake energy recovery torque function error can be avoided.

[0104] In a feasible embodiment, S101 can specifically include the following sub-steps:

[0105] S101-1: Determine the vehicle negative torque capability value based on the charging power of the power battery and the negative torque capability of the motor.

[0106] It should be noted that the charging power of the power battery represents the maximum power that the power battery can currently charge, and the charging power is related to the current SOC (State of Charge, also known as remaining capacity) of the power battery, operating temperature and electrode material and other parameters; and the negative torque capability of the motor represents the maximum negative torque that the motor can output, and the negative torque capability is related to the speed of the motor and other parameters.

[0107] In specific implementation, the VCU will calculate the maximum chargeable torque corresponding to the charging power of the power battery, and when the negative torque capability of the motor is greater than the maximum chargeable torque, the maximum chargeable torque is determined as the vehicle negative torque capability value; when the negative torque capability of the motor is less than or equal to the maximum chargeable torque, the negative torque capability of the motor is determined as the vehicle negative torque capability value.

[0108] In this embodiment, by calculating the vehicle negative torque capability value based on the charging power of the power battery and the negative torque capability of the motor, the motor can be controlled to perform brake energy recovery to the maximum extent while ensuring the charging safety of the power battery.

[0109] S101-2: Determine the first coasting energy recovery torque based on the vehicle speed of the vehicle at the first time.

[0110] In a specific implementation, a two-dimensional relationship table between vehicle speed and coasting energy recovery torque can be constructed in advance, and then after determining the vehicle speed of the vehicle at the first time, the VCU can determine the first coasting energy recovery torque corresponding to the vehicle speed by looking up the two-dimensional relationship table. Wherein the greater the vehicle speed, the greater the corresponding coasting energy recovery torque.

[0111] S101-3: Determine the first available brake energy recovery capability value based on the vehicle negative torque capability value and the first coasting energy recovery torque.

[0112] In this embodiment, the first available brake energy recovery capability value can be obtained by subtracting the first coasting energy recovery torque from the vehicle negative torque capability value. For example, the vehicle negative torque capability value is calculated to be -100 N·m, and the first coasting energy recovery torque is -10 N·m, then the first available brake energy recovery capability value is -90 N·m.

[0113] In a feasible implementation, S103 can specifically include the following sub-steps:

[0114] S103-1: Determine the larger value between the first available brake energy recovery capability value and the second available brake energy recovery capability value as the actual available brake energy recovery capability value, and send the actual available brake energy recovery capability value to the brake system controller.

[0115] It should be noted that the first available brake energy recovery capability value and the second available brake energy recovery capability value are both negative torque values less than or equal to zero, therefore, the VCU will determine the larger value of the two as the actual available brake energy recovery capability value through the max operation, i.e. actual available brake energy recovery capability value = max(first available brake energy recovery capability value, second available brake energy recovery capability value), thereby ensuring the safety of the brake energy recovery process.

[0116] S103-2: Receive the first brake energy recovery torque request value returned by the brake system controller; the first brake energy recovery torque request value is determined by the brake system controller based on the actual available brake energy recovery capability value and the brake pedal opening degree.

[0117] In the embodiment, after determining the actual available brake energy recovery capability value through the max operation, the VCU sends the actual available brake energy recovery capability value to the chassis brake system controller. The brake system controller calculates the driver demand braking force according to the brake pedal opening triggered by the driver, and returns the first brake energy recovery torque request value to the VCU according to the actual available brake energy recovery capability value and the driver demand braking force.

[0118] It should be noted that, in the case that the actual available brake energy recovery capability value is greater than or equal to the driver demand braking force, it indicates that the negative torque output by the motor for recovering brake energy can meet the vehicle braking demand, and the brake system controller determines the driver demand braking force as the first brake energy recovery torque request value; in the case that the actual available brake energy recovery capability value is less than the driver demand braking force, it indicates that the negative torque output by the motor for recovering brake energy cannot meet the vehicle braking demand, and the brake system controller determines the actual available brake energy recovery capability value as the first brake energy recovery torque request value, and determines the difference between the driver demand braking force and the actual available brake energy recovery capability value as the target braking force, and controls the brake mechanism to brake according to the target braking force to meet the vehicle braking demand.

[0119] In a feasible embodiment, S106 can specifically include the following sub-steps:

[0120] S106-1: In the case that the first motor actual execution torque is less than the second brake energy recovery torque request value, the second brake energy recovery torque request value is determined as the target execution value.

[0121] In the embodiment, in the case that the first motor actual execution torque is less than the second brake energy recovery torque request value, it indicates that the intensity of brake energy recovery is normally reduced at the second time, and at this time, the VCU determines the second brake energy recovery torque request value as the target execution value, so that the difference between the target execution value and the second brake energy recovery torque request value is zero, and the normal use of the brake energy recovery function is ensured.

[0122] For example, if the first motor actual execution torque is -600 N·m and the second brake energy recovery torque request value is -500 N·m, the second brake energy recovery torque request value is determined as the target execution value, i.e., the target execution value is determined as -500 N·m.

[0123] S106-2: In a case where the first motor actual execution torque is greater than or equal to the second brake energy recovery torque request value, the second brake energy recovery torque request value is input into the second pre-trained prediction model, a third brake energy recovery torque request value at a third time is predicted, and a larger value between the first motor actual execution torque and the third brake energy recovery torque request value is determined as the target execution value.

[0124] In the embodiment, in a case where the first motor actual execution torque is greater than or equal to the second brake energy recovery torque request value, it is illustrated that the intensity of brake energy recovery does not decrease but increases at the second time. At this time, it is possible that the second brake energy recovery torque request value suddenly increases due to the driver stepping on the accelerator pedal deeply for a short time. If the brake energy recovery function is directly disabled, the subsequent brake energy cannot be effectively recovered. At this time, the third brake energy recovery torque request value at the third time is predicted through the second prediction model, and then it is further judged whether to disable the brake energy recovery function based on the predicted third brake energy recovery torque request value. The second prediction model can be trained based on a Markov model.

[0125] In a specific implementation, the larger value between the third brake energy recovery torque request value and the first motor actual execution torque can also be determined as the target execution value through the max operation.

[0126] For example, if the first motor actual execution torque is -400 N·m and the second brake energy recovery torque request value is -500 N·m, the third brake energy recovery torque request value at the third time is predicted through the second prediction model, and the predicted third brake energy recovery torque request value is -480 N·m. Then, the target execution value is determined through the max operation on the third brake energy recovery torque request value and the first motor actual execution torque, that is, target execution value = max(-480 N·m, -400 N·m) = -400 N·m.

[0127] S106-3: Based on the target execution value and the second brake energy recovery torque request value, it is determined whether to disable the brake energy recovery function at the second time.

[0128] In the embodiment, by comparing the target execution value and the second brake energy recovery torque request value, it can be accurately judged whether the brake energy recovery function needs to be disabled at the second time.

[0129] In a specific implementation, the absolute value of the difference between the target execution value and the second brake energy recovery torque request value can be determined first. In a case where the absolute value is greater than a difference threshold value, it is determined that the brake energy recovery function is disabled at the second time. In a case where the absolute value is less than or equal to the difference threshold value, it is determined that the brake energy recovery function is not disabled at the second time.

[0130] In this embodiment, the second prediction model is used to predict the second braking energy recovery torque request value, which can effectively avoid the braking energy recovery function from malfunctioning under special conditions such as the driver rapidly pressing the brake pedal. Under the premise of ensuring braking safety and braking demand, as much braking energy as possible can be recovered.

[0131] Secondly, based on the same inventive concept, and referring to... Figure 2 This application provides a vehicle control device 200, which includes:

[0132] The first determining module 201 is used to determine the first coasting energy recovery torque and the first available braking energy recovery capacity value of the vehicle at a first moment when the vehicle's braking energy recovery function is activated.

[0133] The prediction module 202 is used to input the first available braking energy recovery capability value into the pre-trained first prediction model to predict the second available braking energy recovery capability value at the second time; wherein the difference between the second time and the first time is a preset duration.

[0134] The second determining module 203 is used to determine the first braking energy recovery torque request value at the first moment based on the first available braking energy recovery capacity value, the second available braking energy recovery capacity value and the brake pedal opening.

[0135] The third determining module 204 is used to determine the actual execution torque of the first motor at the first moment based on the first braking energy recovery torque request value and the first coasting energy recovery torque.

[0136] The fourth determining module 205 is used to determine the second braking energy recovery torque request value of the vehicle at the second moment.

[0137] The fifth determining module 206 is used to determine whether to disable the regenerative braking function at the second moment based on the actual torque of the first motor and the second regenerative braking torque request value.

[0138] In one embodiment of this application, the vehicle control device 200 further includes:

[0139] The sixth determination module is used to determine the current torque request value of the vehicle when the accelerator pedal of the vehicle is detected to be released.

[0140] The function disable module is used to determine that the regenerative braking function is disabled when the current torque request value is greater than the torque threshold.

[0141] The function activation module is used to determine that the regenerative braking function is active when the current torque request value is less than or equal to the torque threshold.

[0142] In one embodiment of this application, the first determining module 201 includes:

[0143] The first determining submodule is used to determine the negative torque capability value of the whole vehicle based on the charging power of the power battery and the negative torque capability of the motor.

[0144] The second determining submodule is used to determine the first coasting energy recovery torque based on the vehicle's speed at the first moment.

[0145] The third determining submodule is used to determine the first available braking energy recovery capacity value based on the vehicle's negative torque capacity value and the first coasting energy recovery torque.

[0146] In one embodiment of this application, the first prediction model is a Markov model; the prediction module 202 includes:

[0147] The fourth determination submodule is used to input the first available braking energy recovery capability value into the Markov model, and determine the second available braking energy recovery capability value at the second time step based on the state transition matrix of the Markov model.

[0148] In one embodiment of this application, the second determining module 203 includes:

[0149] The sending submodule is used to determine the larger of the first available braking energy recovery capability value and the second available braking energy recovery capability value as the actual available braking energy recovery capability value, and send the actual available braking energy recovery capability value to the braking system controller.

[0150] The receiving submodule is used to receive the first brake energy recovery torque request value returned by the brake system controller; the first brake energy recovery torque request value is determined by the brake system controller based on the actual available brake energy recovery capacity and the brake pedal opening.

[0151] In one embodiment of this application, the fifth determining module 206 includes:

[0152] The fifth determining submodule is used to determine the second regenerative braking torque request value as the target execution value when the actual execution torque of the first motor is less than the second regenerative braking torque request value.

[0153] The sixth determination submodule is used to input the second braking energy recovery torque request value into the pre-trained second prediction model when the actual execution torque of the first motor is greater than or equal to the second braking energy recovery torque request value, to predict the third braking energy recovery torque request value at the third time, and to determine the larger value of the actual execution torque of the first motor and the third braking energy recovery torque request value as the target execution value.

[0154] The seventh determination submodule is used to determine whether to disable the regenerative braking function at the second moment based on the target execution value and the second regenerative braking torque request value.

[0155] In one embodiment of this application, the seventh determining submodule includes:

[0156] An absolute value determination unit is used to determine the absolute value of the difference between the target execution value and the second braking energy recovery torque request value.

[0157] The function disable unit is used to determine whether to disable the regenerative braking function at the second moment if the absolute value is greater than the difference threshold.

[0158] The function holding unit is used to determine that the regenerative braking function is not disabled at the second moment if the absolute value is less than or equal to the difference threshold.

[0159] It should be noted that the specific implementation of the vehicle control device 200 in this application embodiment refers to the specific implementation of the vehicle control method proposed in the first aspect of the above-mentioned application embodiment, and will not be repeated here.

[0160] Thirdly, based on the same inventive concept, embodiments of this application provide a storage medium storing machine-executable instructions, which, when executed by a processor, implement the vehicle control method proposed in the first aspect of this application.

[0161] It should be noted that the specific implementation of the storage medium in the embodiments of this application refers to the specific implementation of the vehicle control method proposed in the first aspect of this application, and will not be repeated here.

[0162] Fourthly, based on the same inventive concept, referring to Figure 3 This application provides a vehicle 300, including a processor 301 and a memory 302; the memory 302 stores machine-executable instructions that can be executed by the processor 301, and the processor 301 is used to execute the machine-executable instructions to implement the vehicle control method proposed in the first aspect of this application.

[0163] It should be noted that the specific implementation of the vehicle 300 in this application embodiment refers to the specific implementation of the vehicle control method proposed in the first aspect of this application, and will not be repeated here.

[0164] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, apparatus, or computer program products. Therefore, embodiments of the present invention can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0165] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0166] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0167] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0168] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

[0169] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the element.

[0170] The present invention has provided a detailed description of a vehicle control method, device, storage medium, and vehicle. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A vehicle control method, characterized in that, The method includes: When the vehicle's regenerative braking function is activated, determine the vehicle's first coasting energy recovery torque and first available regenerative braking capacity value at the first moment. The first available regenerative braking capacity value is input into a pre-trained first prediction model to predict the second available regenerative braking capacity value at the second time point; wherein, the difference between the second time point and the first time point is a preset duration. Based on the first available regenerative braking capacity value, the second available regenerative braking capacity value, and the brake pedal opening, determine the first regenerative braking torque request value at the first moment; Based on the first braking energy recovery torque request value and the first coasting energy recovery torque, determine the actual torque of the first motor at the first moment; Determine the second regenerative braking torque request value of the vehicle at the second moment; Based on the actual torque of the first motor and the second regenerative braking torque request value, determine whether to disable the regenerative braking function at the second moment.

2. The vehicle control method according to claim 1, characterized in that, Before determining the first coasting energy recovery torque and the first available braking energy recovery capacity value of the vehicle at a first moment, when the vehicle's regenerative braking function is activated, the method further includes: If the accelerator pedal of the vehicle is detected to be released, determine the current torque request value of the vehicle; If the current torque request value is greater than the torque threshold, the regenerative braking function is determined to be disabled. If the current torque request value is less than or equal to the torque threshold, the regenerative braking function is determined to be active.

3. The vehicle control method according to claim 1, characterized in that, The steps for determining the first coasting energy recovery torque and the first available braking energy recovery capacity value of the vehicle at a first moment include: The negative torque capability value of the whole vehicle is determined based on the charging power of the power battery and the negative torque capability of the motor. The first coasting energy recovery torque is determined based on the vehicle speed at the first moment. Based on the vehicle's negative torque capacity value and the first coasting energy recovery torque, the first available braking energy recovery capacity value is determined.

4. The vehicle control method according to claim 1, characterized in that, The first prediction model is a Markov model; the step of inputting the first available regenerative braking capacity value into the pre-trained first prediction model to predict the second available regenerative braking capacity value at the second time step includes: The first available braking energy recovery capability value is input into the Markov model, and the second available braking energy recovery capability value at the second time moment is determined based on the state transition matrix of the Markov model.

5. The vehicle control method according to claim 1, characterized in that, The step of determining the first regenerative braking torque request value at the first moment based on the first available regenerative braking capacity value, the second available regenerative braking capacity value, and the brake pedal opening includes: The larger of the first available braking energy recovery capability value and the second available braking energy recovery capability value is determined as the actual available braking energy recovery capability value, and the actual available braking energy recovery capability value is sent to the braking system controller. The system receives the first regenerative braking torque request value returned by the braking system controller; the first regenerative braking torque request value is determined by the braking system controller based on the actual available regenerative braking capacity value and the brake pedal opening.

6. The vehicle control method according to claim 1, characterized in that, The step of determining whether to disable the regenerative braking function at the second moment based on the actual torque of the first motor and the requested torque value of the second regenerative braking energy includes: If the actual torque of the first motor is less than the second regenerative braking torque request value, the second regenerative braking torque request value is determined as the target execution value. When the actual torque of the first motor is greater than or equal to the second regenerative braking torque request value, the second regenerative braking torque request value is input into the pre-trained second prediction model to predict the third regenerative braking torque request value at the third time. The larger value between the actual torque of the first motor and the third regenerative braking torque request value is determined as the target execution value. Based on the target execution value and the second regenerative braking torque request value, determine whether to disable the regenerative braking function at the second moment.

7. The vehicle control method according to claim 6, characterized in that, The step of determining whether to disable the regenerative braking function at the second moment based on the target execution value and the second regenerative braking torque request value includes: Determine the absolute value of the difference between the target execution value and the second regenerative braking torque request value; If the absolute value is greater than the difference threshold, it is determined that the regenerative braking function is disabled at the second time. If the absolute value is less than or equal to the difference threshold, it is determined that the regenerative braking function is not disabled at the second time.

8. A vehicle control device, characterized in that, The device includes: The first determining module is used to determine the first coasting energy recovery torque and the first available braking energy recovery capacity value of the vehicle at a first moment when the vehicle's braking energy recovery function is activated. The prediction module is used to input the first available regenerative braking capacity value into a pre-trained first prediction model to predict the second available regenerative braking capacity value at a second time; wherein the difference between the second time and the first time is a preset duration. The second determining module is used to determine the first braking energy recovery torque request value at the first moment based on the first available braking energy recovery capacity value, the second available braking energy recovery capacity value and the brake pedal opening. The third determining module is used to determine the actual torque of the first motor at the first moment based on the first braking energy recovery torque request value and the first coasting energy recovery torque. The fourth determining module is used to determine the second regenerative braking torque request value of the vehicle at the second moment; The fifth determining module is used to determine whether to disable the regenerative braking function at the second moment based on the actual torque of the first motor and the second regenerative braking torque request value.

9. A storage medium, characterized in that, The storage medium stores machine-executable instructions, which, when executed by a processor, implement the vehicle control method as described in any one of claims 1-7.

10. A vehicle, characterized in that, It includes a processor and a memory, the memory storing machine-executable instructions that can be executed by the processor, the processor executing the machine-executable instructions to implement the vehicle control method as described in any one of claims 1-7.

Images