Vehicle control method and device, electronic equipment and storage medium

Abstract

The application discloses a vehicle control method and device, electronic equipment and storage medium. The method comprises the following steps: when the current vehicle is running on a flat slope or a downhill slope and it is detected that the current vehicle is in a single-pedal energy recovery working condition, an accelerator pedal opening degree of the current vehicle and an accelerator pedal opening degree demarcation value are acquired; the accelerator pedal opening degree demarcation value is a demarcation value between the accelerator pedal opening degree when driving and the accelerator pedal opening degree when braking; the accelerator pedal opening degree when braking is linearized according to the accelerator pedal opening degree demarcation value, and the energy recovery intensity corresponding to the accelerator pedal opening degree when braking is determined; a coasting energy recovery torque is acquired, and a single-pedal energy recovery torque corresponding to the accelerator pedal opening degree is calculated; and the current vehicle is controlled to brake and recover energy according to the single-pedal energy recovery torque. The technical scheme of the embodiment of the application improves the accuracy of single-pedal energy recovery and the adaptability of working conditions.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle control method, device, electronic device, and storage medium. Background Technology

[0002] One-pedal regenerative braking refers to a kinetic energy recovery system that, when the accelerator pedal is released, causes the wheels to drive the motor, thus recovering kinetic energy. This technology, when applied to electric vehicles, can increase their driving range.

[0003] Currently, the control of a vehicle's one-pedal driving mode is mainly achieved through a pre-calibrated one-pedal energy recovery chart to realize the vehicle's response function. While this method can achieve one-pedal control, the calibration workload is enormous. Furthermore, since the one-pedal energy recovery chart is calibrated using typical operating conditions and then determined through data interpolation, it is difficult to guarantee the accuracy of one-pedal energy recovery and also difficult to adapt to all operating conditions. Summary of the Invention

[0004] This invention provides a vehicle control method, device, electronic device, and storage medium, which reduces the workload of calibration, saves the cost of whole vehicle calibration, improves the accuracy and adaptability of single-pedal energy recovery, and balances vehicle comfort and maximizes energy recovery rate.

[0005] According to one aspect of the present invention, a vehicle control method is provided, comprising:

[0006] When the vehicle is currently driving on a flat slope or downhill, and the vehicle is detected to be in a single-pedal energy recovery mode, the accelerator pedal opening and the accelerator pedal opening boundary value of the current vehicle are obtained; where the accelerator pedal opening boundary value is the boundary value between the accelerator pedal opening during driving and the accelerator pedal opening during braking.

[0007] Based on the accelerator pedal opening threshold, the accelerator pedal opening during braking is linearized to determine the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0008] Obtain the coasting energy recovery torque, and calculate the single-pedal energy recovery torque corresponding to the accelerator pedal opening based on the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking;

[0009] Based on the single-pedal energy recovery torque, control the current vehicle to perform braking energy recovery.

[0010] According to another aspect of the present invention, a vehicle control device is provided, comprising:

[0011] The accelerator pedal opening acquisition module is used to acquire the accelerator pedal opening and the accelerator pedal opening boundary value of the current vehicle when the current vehicle is driving on a flat slope or downhill and the current vehicle is detected to be in single-pedal energy recovery mode; wherein, the accelerator pedal opening boundary value is the boundary value between the accelerator pedal opening during driving and the accelerator pedal opening during braking.

[0012] The energy recovery intensity determination module is used to linearize the accelerator pedal opening during braking based on the accelerator pedal opening threshold value, and determine the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0013] The single-pedal energy recovery torque determination module is used to obtain the coasting energy recovery torque and calculate the single-pedal energy recovery torque corresponding to the accelerator pedal opening based on the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0014] The brake energy recovery module is used to control the current vehicle to perform brake energy recovery based on the single-pedal energy recovery torque.

[0015] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0016] At least one processor; and

[0017] A memory communicatively connected to the at least one processor; wherein,

[0018] The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle control method according to any embodiment of the present invention.

[0019] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the vehicle control method according to any embodiment of the present invention.

[0020] The technical solution of this invention, when the vehicle is traveling on a flat slope or downhill and is detected to be in a one-pedal energy recovery mode, obtains the accelerator pedal opening and the accelerator pedal opening boundary value of the current vehicle. Based on the accelerator pedal opening boundary value, the accelerator pedal opening during braking is linearized to determine the energy recovery intensity corresponding to the accelerator pedal opening during braking, and the coasting energy recovery torque is obtained. Based on the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking, the one-pedal energy recovery torque corresponding to the accelerator pedal opening is calculated. Based on the one-pedal energy recovery torque, the current vehicle is controlled to perform braking energy recovery. This solves the problems of the huge calibration workload of the existing one-pedal mode control method, and the fact that the one-pedal energy recovery chart is determined by selecting typical conditions and then using data interpolation, which not only makes it difficult to guarantee the accuracy of one-pedal energy recovery, but also makes it difficult to adapt to all conditions. This invention reduces the calibration workload, saves the cost of whole vehicle calibration, improves the accuracy and adaptability of one-pedal energy recovery, and balances vehicle comfort and maximizing energy recovery rate.

[0021] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart of a vehicle control method provided according to Embodiment 1 of the present invention;

[0024] Figure 2 This is a flowchart of a vehicle control method provided according to Embodiment 2 of the present invention;

[0025] Figure 3 This is a schematic diagram illustrating the principle of determining the accelerator pedal opening boundary value according to Embodiment 2 of the present invention;

[0026] Figure 4 This is a flowchart of a vehicle control method provided according to Embodiment 2 of the present invention;

[0027] Figure 5 This is a schematic diagram of the structure of a vehicle control device according to Embodiment 3 of the present invention;

[0028] Figure 6This is a schematic diagram of the structure of an electronic device that implements the vehicle control method of this invention. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] Example 1

[0032] Figure 1 This is a flowchart illustrating a vehicle control method according to Embodiment 1 of the present invention. This embodiment is applicable to situations involving vehicle control. The method can be executed by a vehicle control device, which can be implemented in hardware and / or software. This vehicle control device can be configured in electronic devices that carry vehicle control functions, particularly in electric vehicles.

[0033] See Figure 1 The vehicle control method shown includes:

[0034] S110. When the current vehicle is driving on a flat slope or downhill, and the current vehicle is detected to be in a single-pedal energy recovery mode, obtain the accelerator pedal opening and the accelerator pedal opening boundary value of the current vehicle; wherein, the accelerator pedal opening boundary value is the boundary value between the accelerator pedal opening during driving and the accelerator pedal opening during braking.

[0035] The one-pedal energy recovery condition refers to the condition under which the vehicle can activate the one-pedal mode. Optionally, the one-pedal energy recovery condition can include vehicle deceleration conditions or conditions with frequent switching between drive and braking. When the vehicle is in one-pedal energy recovery condition, that is, when the vehicle is in one-pedal mode, the accelerator pedal can perform both driving and braking functions. The accelerator pedal opening threshold is the dividing line between the accelerator pedal opening during driving and the accelerator pedal opening during braking. This can be understood as follows: when the accelerator pedal opening is less than the threshold, braking can be achieved using the accelerator pedal; when the accelerator pedal opening is greater than the threshold, driving can be achieved using the accelerator pedal.

[0036] Optionally, when the vehicle is currently driving uphill, the output power of the entire vehicle is very high. If energy recovery is performed at this time, it will accelerate the deceleration of the current vehicle and affect the driving experience of the driver. Therefore, one-pedal energy recovery is not performed when the current vehicle is on an uphill.

[0037] Specifically, when the vehicle is traveling on a flat or downhill slope and is detected to be in single-pedal energy recovery mode, the accelerator pedal opening can be detected in real time by vehicle sensors. At the same time, the accelerator pedal opening threshold value determined based on the real-time status of the vehicle can be obtained.

[0038] S120. Based on the accelerator pedal opening threshold, linearize the accelerator pedal opening during braking to determine the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0039] Based on the accelerator pedal opening threshold, accelerator pedal openings less than or equal to the threshold are defined as accelerator pedal openings during braking, while accelerator pedal openings greater than or equal to the threshold are defined as accelerator pedal openings during driving. In one-pedal mode, part of the accelerator pedal opening corresponds to driving, and the other part corresponds to braking. The energy recovery intensity can be the actual braking intensity corresponding to the accelerator pedal opening during braking. For example, the accelerator pedal opening threshold can be 20%; the energy recovery intensity corresponding to a 20% accelerator pedal opening can be 0%; the energy recovery intensity corresponding to a 10% accelerator pedal opening can be 50%; and the energy recovery intensity corresponding to a 0% accelerator pedal opening can be 100%.

[0040] Specifically, the actual braking intensity corresponding to the accelerator pedal opening can be determined based on the accelerator pedal opening threshold, thus obtaining the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0041] S130. Obtain the coasting energy recovery torque, and calculate the single-pedal energy recovery torque corresponding to the accelerator pedal opening based on the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0042] Coasting energy recovery torque refers to the torque recovered by the vehicle through electric braking during coasting. One-pedal energy recovery torque refers to the torque controlled by a single pedal (i.e., the accelerator pedal). When the accelerator pedal opening gradually changes from the threshold value to 0%, the vehicle's energy recovery state is one-pedal energy recovery; after the accelerator pedal opening reaches 0%, the vehicle's energy recovery state is coasting energy recovery. Therefore, there is a transition between one-pedal and coasting energy recovery states, and the coasting energy recovery torque and the one-pedal energy recovery torque are correlated when the accelerator pedal opening is 0%.

[0043] Specifically, the coasting energy recovery torque corresponding to different vehicle state data can be pre-calculated based on the current vehicle state data. When calculating the single-pedal energy recovery torque, the coasting energy recovery torque corresponding to the current vehicle state data can be directly obtained. The product between the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking can be calculated to obtain the single-pedal energy recovery torque corresponding to the accelerator pedal opening.

[0044] S140: Control the current vehicle to perform brake energy recovery based on the single-pedal energy recovery torque.

[0045] In new energy vehicles, the one-pedal regenerative braking torque is controlled by the motor controller. When the driver gradually releases the accelerator pedal, the motor controller detects this change and reduces the output torque to the motor, thus achieving one-pedal energy recovery (i.e., regenerative braking). This change in torque (i.e., one-pedal regenerative braking torque) can be used to control the vehicle's current speed and deceleration.

[0046] Specifically, the vehicle speed and deceleration can be controlled based on the single-pedal energy recovery torque, thereby controlling the vehicle to perform braking energy recovery.

[0047] The technical solution of this invention involves obtaining the accelerator pedal opening and its boundary value when the vehicle is traveling on a flat or downhill slope and is detected to be in a one-pedal energy recovery mode. Based on this boundary value, the accelerator pedal opening during braking is linearized to determine the energy recovery intensity corresponding to the accelerator pedal opening during braking. The coasting energy recovery torque is then obtained. Based on the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking, the one-pedal energy recovery torque corresponding to the accelerator pedal opening is calculated. Finally, based on the one-pedal energy recovery torque… Controlling the current vehicle to perform regenerative braking is more efficient than single-pedal mode control, which relies on a single-pedal regenerative braking chart. Generating this chart involves a huge amount of calibration work, and calibration based on typical operating conditions is difficult to adapt to all conditions and ensure the accuracy of single-pedal energy recovery. The technical solution of this invention calculates the single-pedal energy recovery torque in real time during the vehicle's operation, reducing calibration workload, saving on overall vehicle calibration costs, improving the accuracy and adaptability of single-pedal energy recovery, and balancing vehicle comfort with maximizing energy recovery rate.

[0048] In an optional embodiment of the present invention, the accelerator pedal opening during braking is linearized according to the accelerator pedal opening threshold value to determine the energy recovery intensity corresponding to the accelerator pedal opening during braking, including: calculating the difference between the accelerator pedal opening threshold value and the accelerator pedal opening during braking; calculating the ratio between the difference and the accelerator pedal opening threshold value to obtain the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0049] Specifically, the difference between the accelerator pedal opening threshold and the accelerator pedal opening during braking can be calculated. The ratio of this difference to the accelerator pedal opening threshold can then be calculated to obtain the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0050] For example, the energy recovery intensity corresponding to the accelerator pedal opening during braking can be calculated using the following formula:

[0051] Brk_power=(Accped_lim-Accped) / Accped_lim*100%;

[0052] In the formula, Brk_power is the energy recovery intensity corresponding to the accelerator pedal opening during braking; Accped_lim is the accelerator pedal opening threshold; and Accped is the accelerator pedal opening during braking.

[0053] This solution calculates the difference between the accelerator pedal opening threshold and the accelerator pedal opening during braking, and then calculates the ratio between this difference and the accelerator pedal opening threshold to obtain the energy recovery intensity corresponding to the accelerator pedal opening during braking. This simplifies the calculation process of the energy recovery intensity corresponding to the accelerator pedal opening during braking, improves the calculation efficiency of the energy recovery intensity corresponding to the accelerator pedal opening during braking, and further improves the calculation efficiency of the single-pedal energy recovery torque.

[0054] In an optional embodiment of the present invention, the single-pedal energy recovery torque corresponding to the accelerator pedal opening is calculated based on the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking. This includes: calculating the product between the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking to obtain the single-pedal energy recovery torque, so that when the accelerator pedal opening is 0, the single-pedal energy recovery torque is equal to the coasting energy recovery torque.

[0055] As the accelerator pedal opening gradually changes from the accelerator pedal opening threshold to 0%, the vehicle's energy recovery state is single-pedal energy recovery. Once the accelerator pedal opening reaches 0%, the vehicle transitions to coasting energy recovery. Therefore, when the accelerator pedal opening is 0%, there is a seamless transition between single-pedal and coasting energy recovery states. To ensure a smooth transition, when the accelerator pedal opening is 0%, the single-pedal energy recovery torque equals the coasting energy recovery torque, allowing for a seamless switch between the two states and further enhancing the driver's experience.

[0056] Specifically, the single-pedal energy recovery torque can be obtained by calculating the product between the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0057] For example, the single-pedal energy recovery torque can be calculated using the following formula:

[0058] T_Brk_s = T_Brk * Brk_power;

[0059] In the formula, T_Brk_s is the single-pedal energy recovery torque; T_Brk is the coasting energy recovery torque; and Brk_power is the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0060] This solution calculates the single-pedal energy recovery torque by multiplying the coasting energy recovery torque by the energy recovery intensity corresponding to the accelerator pedal opening during braking. This ensures that when the accelerator pedal opening is 0, the single-pedal energy recovery torque is equal to the coasting energy recovery torque, achieving a smooth transition from single-pedal energy recovery torque to coasting energy recovery torque. This further improves the smoothness of vehicle energy recovery during braking and further protects the driving experience for the driver.

[0061] In an optional embodiment of the present invention, the single-pedal energy recovery condition includes vehicle deceleration condition or frequent switching between drive and braking condition.

[0062] Vehicle deceleration condition refers to a situation where the vehicle's driving force is less than the balanced driving force. The driving force is used to accelerate the vehicle. For example, the driving force can be the driving force generated by braking with the accelerator pedal. The balanced driving force can be the driving force required when the vehicle's acceleration is zero; for example, the balanced driving force can be the sum of the vehicle's resistances. When the vehicle's driving force is less than the balanced driving force, although the driver is pressing the accelerator pedal, the vehicle is still in a deceleration state. Therefore, the size of the accelerator pedal opening only determines the rate of deceleration and does not change the deceleration state into an acceleration state. At this time, single-pedal energy recovery can be performed, with the accelerator pedal providing both driving and braking. Frequent driving and braking switching condition can be used to characterize a situation where the driver frequently switches between the accelerator and brake pedals to cause the vehicle to frequently accelerate and decelerate. For example, the frequent driving and braking switching condition can be a situation like urban traffic congestion. Under this condition, the driver needs to frequently switch between the accelerator and brake pedals, resulting in a poor driving experience. Therefore, the accelerator pedal can be used to simultaneously achieve vehicle driving and braking, improving the driver's experience.

[0063] This solution enhances the driving experience by specifying the one-pedal energy recovery mode as either a vehicle deceleration mode or a mode with frequent switching between drive and braking.

[0064] Example 2

[0065] Figure 2This is a flowchart of a vehicle control method provided in Embodiment 2 of the present invention. Based on the above embodiments, this embodiment further adds the step of "acquiring the current vehicle's balance driving force and driving driving force; determining that the current vehicle is in a one-pedal energy recovery condition when the balance driving force is greater than the driving driving force" before "acquiring the current vehicle's accelerator pedal opening and accelerator pedal opening boundary value". This considers the current vehicle's driving driving force and balance driving force, and based on real-time acquired data, determines whether the current vehicle is in a one-pedal energy recovery condition. Furthermore, by combining this with the current vehicle's driving gradient, it determines whether the current vehicle can perform one-pedal energy recovery, further improving the accuracy of the one-pedal energy recovery determination and thus maximizing the energy recovery rate. It should be noted that parts not detailed in this embodiment can be found in the descriptions of other embodiments.

[0066] See Figure 2 The vehicle control method shown includes:

[0067] S210: Obtain the current vehicle's balance drive force and driving drive force.

[0068] Driving force is used to accelerate the vehicle. For example, driving force can be the driving force generated by braking with the accelerator pedal. Balance driving force can be the driving force required when the vehicle's acceleration is zero; for example, balance driving force can be the sum of the vehicle's resistances.

[0069] Specifically, it can obtain the vehicle's current balance driving force in real time. Based on the current vehicle status data, it can query the driving force.

[0070] S220. When the balance driving force is detected to be greater than the driving force, it is determined that the current vehicle is in the single-pedal energy recovery mode.

[0071] When the balance driving force is greater than the driving force, it can be understood that although the driver is pressing the accelerator pedal, the vehicle is still in a decelerating state. At this time, the size of the accelerator pedal opening only determines the rate of deceleration, and does not change the deceleration state into an acceleration state. Therefore, single-pedal energy recovery can be performed, and the accelerator pedal can be used to drive the vehicle.

[0072] Specifically, when the balance driving force is detected to be greater than the driving driving force, it can be determined that the current vehicle is in one-pedal energy recovery mode. Based on the current driving slope of the vehicle, it can be determined whether to perform one-pedal energy recovery control.

[0073] S230. When the current vehicle is driving on a flat slope or downhill, and the current vehicle is detected to be in a single-pedal energy recovery mode, the accelerator pedal opening and the accelerator pedal opening boundary value of the current vehicle are obtained; wherein, the accelerator pedal opening boundary value is the boundary value between the accelerator pedal opening during driving and the accelerator pedal opening during braking.

[0074] S240. Based on the accelerator pedal opening threshold value, linearize the accelerator pedal opening during braking to determine the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0075] S250: Obtain the coasting energy recovery torque, and calculate the single-pedal energy recovery torque corresponding to the accelerator pedal opening based on the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0076] S260: Control the current vehicle to perform braking energy recovery based on the single-pedal energy recovery torque.

[0077] The technical solution of this invention acquires the current vehicle's balance driving force and driving driving force. When the balance driving force is greater than the driving driving force, it determines that the current vehicle is in a one-pedal energy recovery condition. When the current vehicle is traveling on a flat slope or downhill, and the vehicle is detected to be in a one-pedal energy recovery condition, it acquires the current vehicle's accelerator pedal opening and accelerator pedal opening boundary value. Based on the accelerator pedal opening boundary value, it linearizes the accelerator pedal opening during braking to determine the energy recovery intensity corresponding to the accelerator pedal opening during braking. It acquires the coasting energy recovery torque and calculates the one-pedal energy recovery torque corresponding to the accelerator pedal opening based on the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking. Based on the one-pedal energy recovery torque, it controls the current vehicle to perform braking energy recovery. This method considers the current vehicle's driving force and balance driving force, and based on real-time acquired data, it determines whether the current vehicle is in a one-pedal energy recovery condition. Furthermore, combined with the current vehicle's driving slope, it determines whether the current vehicle can perform one-pedal energy recovery, further improving the accuracy of the one-pedal energy recovery judgment and thus maximizing the energy recovery rate.

[0078] In an optional embodiment of the present invention, obtaining the current vehicle's balance driving force and driving force includes: real-time acquisition of the vehicle's total weight, slope, tire rolling resistance coefficient, air resistance coefficient, frontal area, and vehicle speed; calculation of the vehicle's resistance, tire rolling resistance, and wind resistance in the slope direction based on the vehicle's total weight, slope, tire rolling resistance coefficient, air resistance coefficient, frontal area, and vehicle speed; summing the vehicle's resistance, tire rolling resistance, and wind resistance in the slope direction to obtain the current vehicle's balance driving force; acquisition of the current vehicle's accelerator pedal opening; and querying the corresponding driving force calibration value based on the vehicle speed and accelerator pedal opening, and determining it as the current vehicle's driving force.

[0079] Specifically, it can acquire real-time data on the vehicle's total weight, gradient, rolling resistance coefficient, drag coefficient, frontal area, and speed. It can calculate the first product of vehicle weight and gradient to obtain the drag force of the vehicle weight on the slope. It can calculate the second product of vehicle weight and rolling resistance coefficient to obtain tire rolling resistance. It can calculate the third product of drag coefficient and frontal area; it can calculate the square of vehicle speed; it can calculate the fourth product of the third product and the square of vehicle speed; and it can calculate the ratio of the fourth product to the drag constant to obtain wind resistance. Finally, it can sum the drag force of the vehicle weight on the slope, tire rolling resistance, and wind resistance to obtain the current vehicle's balancing driving force.

[0080] For example, the current vehicle's balanced driving force can be calculated using the following formula:

[0081]

[0082] In the formula, F is the current vehicle's balancing driving force; G is the current vehicle weight; x is the slope; T is the tire rolling resistance coefficient; C D V is the air resistance coefficient; A is the frontal area; V is the vehicle speed.

[0083] Specifically, the accelerator pedal opening of the current vehicle can be obtained. Based on the current accelerator pedal opening and vehicle speed, the corresponding calibration value of the driving force can be retrieved to obtain the driving force of the current vehicle. Optionally, the current vehicle can be pre-calibrated to determine the driving force corresponding to different accelerator pedal openings and vehicle speeds. For example, such as... Figure 3 As shown, the X-axis represents the accelerator pedal opening; the Y-axis represents the vehicle speed; and the Z-axis represents the driving force. By using the accelerator pedal opening on the X-axis and the vehicle speed on the Y-axis, the corresponding driving force on the Z-axis can be queried.

[0084] This solution acquires real-time data on the vehicle's weight, gradient, rolling resistance coefficient, drag coefficient, frontal area, and speed. Based on these parameters, it calculates the vehicle's resistance, rolling resistance, and wind resistance along the slope. These factors are then summed to obtain the vehicle's balanced driving force, ensuring real-time accuracy. Furthermore, by acquiring the accelerator pedal opening, the solution queries the corresponding calibration value of the driving force based on the vehicle speed and accelerator pedal opening, identifying this value as the vehicle's driving force. This pre-calibration of the driving force enables single-pedal energy recovery, reducing the workload of overall vehicle calibration and improving the efficiency of driving force determination, thus further enhancing the efficiency and accuracy of single-pedal energy recovery.

[0085] In an optional embodiment of the present invention, obtaining the current accelerator pedal opening boundary value of the vehicle includes: querying the corresponding accelerator pedal opening calibration value based on the current vehicle's balanced driving force and corresponding vehicle speed, and determining it as the current vehicle's accelerator pedal opening boundary value.

[0086] Specifically, based on the current vehicle's balanced driving force and corresponding speed, the calibration value of the corresponding accelerator pedal opening can be queried to obtain the current vehicle's accelerator pedal opening threshold value.

[0087] For example, such as Figure 3 As shown, the coordinate axis transformation can be performed on the pre-calibrated relationship between accelerator pedal opening, vehicle speed, and driving force. That is, the X-axis can be the balancing driving force; the Y-axis can be the vehicle speed; and the Z-axis can be the accelerator pedal opening. Using the balancing driving force on the X-axis and the vehicle speed on the Y-axis, the corresponding accelerator pedal opening on the Z-axis can be queried.

[0088] This solution determines the accelerator pedal opening threshold by querying the calibrated value of the corresponding accelerator pedal opening based on the current vehicle's balanced driving force and corresponding speed. By utilizing the pre-calibrated relationship between accelerator pedal opening, vehicle speed, and driving force, the current accelerator pedal opening threshold can be quickly determined when the vehicle's balanced driving force and speed are acquired in real time, further improving the efficiency of single-pedal energy recovery.

[0089] Optional, Figure 4 This is a flowchart of a vehicle control method. Figure 4 This is a preferred embodiment of the present invention.

[0090] like Figure 4 As shown, when a vehicle is going uphill, the load is relatively high, the overall vehicle output power is large, and the efficiency is low. If energy recovery is performed at this time, it will accelerate the vehicle's deceleration, resulting in a very poor driving experience for the driver. Therefore, energy recovery should be avoided.

[0091] When the vehicle is on a flat slope, the system can acquire real-time data on the vehicle's total weight, slope, tire rolling resistance coefficient, air resistance coefficient, frontal area, and vehicle speed to calculate the vehicle's current balance driving force. This balance driving force is the driving force required for the vehicle to maintain balance or when its acceleration is zero.

[0092] For example, the current vehicle's balance driving force can be calculated using the following formula:

[0093]

[0094] In the formula, F is the current vehicle's balance driving force; G is the current vehicle weight; x is the slope; T is the tire rolling resistance coefficient; CD is the air resistance coefficient; A is the frontal area; and V is the vehicle speed.

[0095] It can obtain the current vehicle speed and accelerator pedal opening. Based on the current accelerator pedal opening and vehicle speed, it can query the corresponding calibration value of the driving force to obtain the current driving force of the vehicle.

[0096] The driving force and the balancing driving force can be compared. When the driving force is less than the balancing driving force, the vehicle is currently decelerating. Regardless of whether there is driving force at this time, the vehicle's deceleration state will not change. Meanwhile, in congested urban conditions, the vehicle's acceleration and deceleration switch is more frequent, and the proportion of vehicle coasting is relatively small. For these two situations—vehicle deceleration or frequent switching between drive and braking—one-pedal energy recovery has a unique advantage.

[0097] At this point, a coordinate transformation can be performed on the pre-calibrated relationship between accelerator pedal opening, vehicle speed, and driving force. Based on the current vehicle's balanced driving force and corresponding speed, the calibration value of the corresponding accelerator pedal opening can be queried to obtain the current vehicle's accelerator pedal opening threshold value.

[0098] The energy recovery intensity corresponding to the accelerator pedal opening during braking can be calculated using the following formula:

[0099] Brk_power=(Accped_lim-Accped) / Accped_lim*100%;

[0100] In the formula, Brk_power is the energy recovery intensity corresponding to the accelerator pedal opening during braking; Accped_lim is the accelerator pedal opening threshold; and Accped is the accelerator pedal opening during braking.

[0101] Since both one-pedal mode and coasting energy recovery fall under the category of energy recovery, there is a seamless connection between one-pedal mode energy recovery and coasting energy recovery. The coasting energy recovery torque of the current vehicle under the current road conditions can be calculated as the base torque to calculate the energy recovery torque of one-pedal mode.

[0102] For example, the single-pedal energy recovery torque can be calculated using the following formula:

[0103] T_Brk_s = T_Brk * Brk_power;

[0104] In the formula, T_Brk_s is the single-pedal energy recovery torque; T_Brk is the coasting energy recovery torque; and Brk_power is the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0105] The one-pedal mode can still be activated when the vehicle is going downhill, just like when the vehicle is on a flat slope.

[0106] This solution reduces a significant amount of calibration work through real-time calculations of vehicle dynamics, and its control effect is more adaptable to all operating conditions of the vehicle.

[0107] Example 3

[0108] Figure 5 This is a schematic diagram of a vehicle control device according to Embodiment 3 of the present invention. This embodiment of the invention is applicable to situations involving vehicle control. The device can execute vehicle control methods and can be implemented in hardware and / or software. It can be configured in electronic devices that carry vehicle control functions, particularly in electric vehicles.

[0109] See Figure 5 The vehicle control device shown includes: an accelerator pedal opening acquisition module 510, an energy recovery intensity determination module 520, a single-pedal energy recovery torque determination module 530, and a braking energy recovery module 540. The system includes: an accelerator pedal opening acquisition module 510, used to acquire the accelerator pedal opening and accelerator pedal opening boundary value of the current vehicle when it is traveling on a flat slope or downhill and the current vehicle is detected to be in single-pedal energy recovery mode; wherein the accelerator pedal opening boundary value is the boundary value between the accelerator pedal opening during driving and the accelerator pedal opening during braking; an energy recovery intensity determination module 520, used to linearize the accelerator pedal opening during braking based on the accelerator pedal opening boundary value, and determine the energy recovery intensity corresponding to the accelerator pedal opening during braking; a single-pedal energy recovery torque determination module 530, used to acquire the coasting energy recovery torque, and calculate the single-pedal energy recovery torque corresponding to the accelerator pedal opening based on the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking; and a braking energy recovery module 540, used to control the current vehicle to perform braking energy recovery based on the single-pedal energy recovery torque.

[0110] The technical solution of this invention involves obtaining the accelerator pedal opening and its boundary value when the vehicle is traveling on a flat or downhill slope and is detected to be in a one-pedal energy recovery mode. Based on this boundary value, the accelerator pedal opening during braking is linearized to determine the energy recovery intensity corresponding to the accelerator pedal opening during braking. The coasting energy recovery torque is then obtained. Based on the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking, the one-pedal energy recovery torque corresponding to the accelerator pedal opening is calculated. Finally, based on the one-pedal energy recovery torque… Controlling the current vehicle to perform regenerative braking is more efficient than single-pedal mode control, which relies on a single-pedal regenerative braking chart. Generating this chart involves a huge amount of calibration work, and calibration based on typical operating conditions is difficult to adapt to all conditions and ensure the accuracy of single-pedal energy recovery. The technical solution of this invention calculates the single-pedal energy recovery torque in real time during the vehicle's operation, reducing calibration workload, saving on overall vehicle calibration costs, improving the accuracy and adaptability of single-pedal energy recovery, and balancing vehicle comfort with maximizing energy recovery rate.

[0111] In an optional embodiment of the present invention, the energy recovery intensity determination module 520 is specifically used to: calculate the difference between the accelerator pedal opening threshold value and the accelerator pedal opening during braking; calculate the ratio between the difference and the accelerator pedal opening threshold value to obtain the energy recovery intensity corresponding to the accelerator pedal opening during braking.

[0112] In an optional embodiment of the present invention, the single-pedal energy recovery torque determination module 530 is specifically used to: calculate the product between the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking, to obtain the single-pedal energy recovery torque, so that when the accelerator pedal opening is 0, the single-pedal energy recovery torque is equal to the coasting energy recovery torque.

[0113] In an optional embodiment of the present invention, the device further includes: a driving force acquisition module, used to acquire the balance driving force and driving driving force of the current vehicle before acquiring the accelerator pedal opening and the accelerator pedal opening boundary value of the current vehicle; and a single-pedal energy recovery condition detection module, used to determine that the current vehicle is in a single-pedal energy recovery condition when the balance driving force is greater than the driving driving force.

[0114] In an optional embodiment of the present invention, the driving force acquisition module is specifically used for: acquiring in real time the vehicle weight, slope, tire rolling resistance coefficient, air resistance coefficient, frontal area, and vehicle speed of the current vehicle; calculating the resistance, tire rolling resistance, and wind resistance of the vehicle weight in the slope direction based on the vehicle weight, slope, tire rolling resistance coefficient, air resistance coefficient, frontal area, and vehicle speed; summing the resistance, tire rolling resistance, and wind resistance of the vehicle weight in the slope direction to obtain the current vehicle's balanced driving force; acquiring the current vehicle's accelerator pedal opening; and querying the corresponding driving force calibration value based on the vehicle speed and accelerator pedal opening, and determining it as the current vehicle's driving force.

[0115] In an optional embodiment of the present invention, the accelerator pedal opening acquisition module is specifically used to: query the calibration value of the corresponding accelerator pedal opening based on the current vehicle's balanced driving force and corresponding vehicle speed, and determine it as the current vehicle's accelerator pedal opening boundary value.

[0116] In an optional embodiment of the present invention, the single-pedal energy recovery condition includes vehicle deceleration condition or frequent switching between drive and braking condition.

[0117] The vehicle control device provided in the embodiments of the present invention can execute the vehicle control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of executing the method.

[0118] In the technical solutions of this invention, the acquisition, storage, and application of information such as the accelerator pedal opening, accelerator pedal opening threshold, coasting energy recovery torque, current vehicle balance driving force, driving driving force, vehicle weight, slope, tire rolling resistance coefficient, air resistance coefficient, frontal area, and vehicle speed all comply with relevant laws and regulations and do not violate public order and good morals.

[0119] Example 4

[0120] Figure 6 A schematic diagram of an electronic device 600 that can be used to implement embodiments of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0121] like Figure 6As shown, the electronic device 600 includes at least one processor 601 and a memory, such as a read-only memory (ROM) 602 or a random access memory (RAM) 603, communicatively connected to the at least one processor 601. The memory stores computer programs executable by the at least one processor. The processor 601 can perform various appropriate actions and processes based on the computer program stored in the ROM 602 or loaded into the RAM 603 from storage unit 608. The RAM 603 may also store various programs and data required for the operation of the electronic device 600. The processor 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0122] Multiple components in electronic device 600 are connected to I / O interface 605, including: input unit 606, such as keyboard, mouse, etc.; output unit 607, such as various types of displays, speakers, etc.; storage unit 608, such as disk, optical disk, etc.; and communication unit 609, such as network card, modem, wireless transceiver, etc. Communication unit 609 allows electronic device 600 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0123] Processor 601 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 601 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 601 performs the various methods and processes described above, such as vehicle control methods.

[0124] In some embodiments, the vehicle control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 608. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 600 via ROM 602 and / or communication unit 609. When the computer program is loaded into RAM 603 and executed by processor 601, one or more steps of the vehicle control method described above may be performed. Alternatively, in other embodiments, processor 601 may be configured to perform the vehicle control method by any other suitable means (e.g., by means of firmware).

[0125] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0126] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0127] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0128] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device for displaying information to the user (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor); and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0129] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0130] A computing system can include clients and servers. Clients and servers are generally geographically separated and typically interact via communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system. It addresses the shortcomings of traditional physical hosts and VPS (Virtual Private Server) services, such as high management difficulty and weak business scalability.

[0131] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0132] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle control method, characterized in that, The method includes: When the current vehicle is traveling on a flat slope or downhill, and the current vehicle is detected to be in a single-pedal energy recovery mode, the accelerator pedal opening and the accelerator pedal opening boundary value of the current vehicle are obtained; wherein, the accelerator pedal opening boundary value is the boundary value between the accelerator pedal opening during driving and the accelerator pedal opening during braking. Based on the accelerator pedal opening threshold value, the accelerator pedal opening during braking is linearized to determine the energy recovery intensity corresponding to the accelerator pedal opening during braking. Obtain the coasting energy recovery torque, and calculate the single-pedal energy recovery torque corresponding to the accelerator pedal opening based on the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking; Based on the single-pedal energy recovery torque, control the current vehicle to perform braking energy recovery; The step of linearizing the accelerator pedal opening during braking based on the accelerator pedal opening threshold value to determine the energy recovery intensity corresponding to the accelerator pedal opening during braking includes: Calculate the difference between the accelerator pedal opening threshold and the accelerator pedal opening during braking; Calculate the ratio between the difference and the accelerator pedal opening threshold value to obtain the energy recovery intensity corresponding to the accelerator pedal opening during braking; The step of calculating the single-pedal energy recovery torque corresponding to the accelerator pedal opening based on the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking includes: The product of the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking is calculated to obtain the single-pedal energy recovery torque, so that when the accelerator pedal opening is 0, the single-pedal energy recovery torque is equal to the coasting energy recovery torque.

2. The method according to claim 1, characterized in that, Before obtaining the accelerator pedal opening and the accelerator pedal opening boundary value of the current vehicle, the method further includes: Obtain the current vehicle's balance drive force and driving drive force; When the balance driving force is detected to be greater than the driving driving force, it is determined that the current vehicle is in a one-pedal energy recovery mode.

3. The method according to claim 2, characterized in that, The step of obtaining the current vehicle's balance drive force and driving drive force includes: Real-time data acquisition of vehicle weight, gradient, tire rolling resistance coefficient, air resistance coefficient, frontal area, and speed; Based on the vehicle weight, the slope, the tire rolling resistance coefficient, the air resistance coefficient, the frontal area, and the vehicle speed, calculate the resistance, tire rolling resistance, and wind resistance of the vehicle weight in the slope direction. The balance driving force of the current vehicle is obtained by summing the resistance of the vehicle weight in the slope direction, the tire rolling resistance, and the wind resistance. Obtain the accelerator pedal opening of the current vehicle; Based on the vehicle speed and the accelerator pedal opening, the corresponding driving force calibration value is queried and determined as the driving force of the current vehicle.

4. The method according to claim 3, characterized in that, The step of obtaining the current vehicle's accelerator pedal opening threshold value includes: Based on the current vehicle's balanced driving force and corresponding speed, the calibration value of the corresponding accelerator pedal opening is queried and determined as the current vehicle's accelerator pedal opening threshold value.

5. The method according to claim 1, characterized in that, The single-pedal energy recovery conditions include vehicle deceleration conditions or conditions with frequent switching between drive and braking.

6. A vehicle control device, characterized in that, The device includes: The accelerator pedal opening acquisition module is used to acquire the accelerator pedal opening and the accelerator pedal opening boundary value of the current vehicle when the current vehicle is driving on a flat slope or downhill and the current vehicle is detected to be in a single-pedal energy recovery mode; wherein, the accelerator pedal opening boundary value is the boundary value between the accelerator pedal opening during driving and the accelerator pedal opening during braking. An energy recovery intensity determination module is used to linearize the accelerator pedal opening during braking based on the accelerator pedal opening boundary value, and determine the energy recovery intensity corresponding to the accelerator pedal opening during braking. A single-pedal energy recovery torque determination module is used to obtain the coasting energy recovery torque and calculate the single-pedal energy recovery torque corresponding to the accelerator pedal opening based on the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking. A brake energy recovery module is used to control the current vehicle to perform brake energy recovery based on the single-pedal energy recovery torque. The energy recovery intensity determination module is specifically used for: Calculate the difference between the accelerator pedal opening threshold and the accelerator pedal opening during braking; Calculate the ratio between the difference and the accelerator pedal opening threshold value to obtain the energy recovery intensity corresponding to the accelerator pedal opening during braking; Specifically, the single-pedal energy recovery torque determination module is used for: The product of the coasting energy recovery torque and the energy recovery intensity corresponding to the accelerator pedal opening during braking is calculated to obtain the single-pedal energy recovery torque, so that when the accelerator pedal opening is 0, the single-pedal energy recovery torque is equal to the coasting energy recovery torque; The device is used to perform the vehicle control method according to any one of claims 1-5.

7. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle control method according to any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the vehicle control method of any one of claims 1-5.

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