Vehicle control method, vehicle control device, and computer-readable storage medium

Abstract

The present application relates to the field of vehicle technology, and in particular to a vehicle control method, a vehicle control device, and a computer-readable storage medium. The vehicle control method includes: in response to the vehicle being in a launch mode, obtaining a first launch torque firstly related to the preset acceleration of the vehicle, and obtaining a second launch torque secondly related to the current vehicle speed; wherein the power performance of the launch mode is better than the power performance of the sport mode; obtaining a torque change gradient thirdly related to the previous output torque of the vehicle motor; configuring the current output torque using the first launch torque, the second launch torque, and the torque change gradient, and the current output torque obtained by the output of the vehicle motor. The use of this method can add a launch mode on the basis of the original driving mode of the vehicle, enrich the driving mode of the vehicle, and can also help to ensure the smoothness and safety of the vehicle while improving the power performance of the vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, a vehicle control device, and a computer-readable storage medium. Background Art

[0002] The driving modes of a vehicle generally include economic mode, normal mode and sports mode. The normal mode is also called the conventional mode, which has the characteristics of balancing driving power and fuel economy. The power performance of the conventional mode is better than that of the economic mode, and the economic mode focuses on fuel economy compared to the conventional mode. The power performance of the sports mode is higher than that of the conventional mode, and it focuses on driving power compared to the conventional mode.

[0003] It can be seen that there are few driving modes with different dynamic performance preset for vehicles in the relevant technology, and when the user is driving at high speed, the vehicle smoothness is prone to be poor due to excessive acceleration, which may cause physical discomfort to the user during driving. Summary of the invention

[0004] Based on this, it is necessary to provide a vehicle control method, a vehicle control device and a computer-readable storage medium that can add a launch mode on the basis of the original driving mode of the vehicle to enrich the driving mode of the vehicle, and can also improve the vehicle's dynamic performance while ensuring the smoothness and safety of the vehicle in order to address the above-mentioned technical problems.

[0005] On the one hand, a vehicle control method is provided, which includes: in response to the vehicle being in a launch mode, obtaining a first launch torque that is first related to a preset acceleration of the vehicle, and obtaining a second launch torque that is second related to a current vehicle speed; obtaining a torque change gradient that is thirdly related to a previous output torque of the vehicle motor; and configuring a current output torque of the vehicle motor using the first launch torque, the second launch torque, and the torque change gradient to control the vehicle motor to output the current output torque.

[0006] In one embodiment of the present application, the launch mode includes multiple sub-modes, and the preset acceleration of each sub-mode is different; obtaining the first launch torque that is first related to the preset acceleration of the vehicle includes: parsing the initial required torque that matches the preset acceleration of the sub-mode in which the vehicle is currently located; obtaining the environmental resistance of the vehicle in a test environment, and parsing the resistance torque that matches the environmental resistance; wherein the environmental resistance includes at least one of air resistance, slope resistance and wheel rolling resistance; superimposing the resistance torque and the initial required torque to form a first launch torque.

[0007] In one embodiment of the present application, in response to the vehicle being in a sub-mode with a preset maximum acceleration, parsing the initial required torque that matches the preset acceleration of the sub-mode in which the vehicle is currently located includes: obtaining the vehicle torque extreme value that integrates the performance of various components of the vehicle; obtaining the acceleration coefficient of the current sub-mode and the weight parameter of the vehicle, integrating the weight parameter with the preset acceleration of the sub-mode to obtain the acceleration torque; taking the smaller of the vehicle torque extreme value and the acceleration torque as the initial required torque.

[0008] In one embodiment of the present application, the preset acceleration of each sub-mode is obtained by weighting the gravity acceleration with its acceleration coefficient; the multi-level sub-mode includes a first-level sub-mode, a second-level sub-mode, and a third-level sub-mode; the acceleration coefficient of the first-level sub-mode is 0.4 to 0.59, the acceleration coefficient of the second-level sub-mode is 0.6 to 0.89, and the acceleration coefficient of the third-level sub-mode is 0.9 to 1.4.

[0009] In one embodiment of the present application, obtaining a second launch torque that is secondarily related to the current vehicle speed includes: calculating the speed difference between the current vehicle speed and a preset speed extreme value; analyzing a speed coefficient that is positively linearly related to the speed difference; obtaining the original required torque of the vehicle, and weighting the original required torque using the speed coefficient to obtain a second launch torque.

[0010] In one embodiment of the present application, the ejection mode includes a first-level sub-mode, a second-level sub-mode, and a third-level sub-mode, wherein the preset speed extreme values ​​increase in sequence; the value range of the speed coefficient is 0 to 1.

[0011] In one embodiment of the present application, configuring the current output torque of the vehicle motor using the first launch torque, the second launch torque and the torque change gradient includes: comparing the first launch torque and the second launch torque, taking the smaller one of the two, calculating the difference between the smaller one and the previous output torque to obtain the first torque; weighting the torque change gradient using a correction factor, calculating the product of the weighted result and the interval length between adjacent calculated torques to obtain the second torque; taking the smaller one of the first torque and the second torque and superimposing it with the previous output torque to obtain the current output torque.

[0012] In one embodiment of the present application, the vehicle control method also includes: counting the driving time of the vehicle's current driving; obtaining a vehicle speed signal during the vehicle's driving process, parsing the vehicle speed contained in the vehicle speed signal, and taking the maximum vehicle speed during the vehicle's driving process as the maximum vehicle speed; obtaining a longitudinal acceleration signal during the vehicle's driving process, parsing the longitudinal acceleration contained in the longitudinal acceleration signal, comparing the longitudinal acceleration with a preset acceleration, and taking the smaller value of the two as the maximum acceleration; and feeding back the maximum speed, maximum acceleration and driving time to a preset target device.

[0013] On the other hand, a vehicle control device is provided, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the following steps are implemented: in response to the vehicle being in a launch mode, a first launch torque that is first related to a preset acceleration of the vehicle is obtained, and a second launch torque that is secondly related to a current vehicle speed is obtained; wherein the power performance of the launch mode is better than the power performance of the sports mode; a torque change gradient that is thirdly related to a previous output torque of the vehicle motor is obtained; and a current output torque is configured using the first launch torque, the second launch torque, and the torque change gradient, and the current output torque is obtained by outputting the vehicle motor.

[0014] On the other hand, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the following steps are implemented: in response to the vehicle being in a launch mode, a first launch torque that is first related to a preset acceleration of the vehicle is obtained, and a second launch torque that is second related to a current vehicle speed is obtained; wherein the power performance of the launch mode is better than the power performance of the sport mode; a torque change gradient that is thirdly related to a previous output torque of the vehicle motor is obtained; and the current output torque is configured using the first launch torque, the second launch torque and the torque change gradient, and the current output torque is obtained by outputting the vehicle motor.

[0015] The above-mentioned vehicle control method, vehicle control device and computer-readable storage medium add a new ejection mode in the vehicle driving mode to enrich the vehicle driving mode and improve the vehicle's power performance. The present application also analyzes the appropriate torque in combination with the vehicle's current speed and preset acceleration, aiming to maximize the vehicle's power and power response efficiency. In addition, the present application analyzes the first ejection torque and the second ejection torque based on the vehicle's preset acceleration and current speed, respectively, and configures the current output torque in combination with the torque change gradient associated with the previous output torque, so as to comprehensively consider the current vehicle's speed, preset acceleration and torque change gradient, while improving the power performance and ensuring the vehicle's smoothness and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a flow chart of an embodiment of a vehicle control method of the present application;

[0017] Figure 2 is a flow chart of another embodiment of the vehicle control method of the present application;

[0018] Figure 3 is a diagrammatic representation of an embodiment of the relationship between the duration of over-temperature and torque of a motor of a vehicle of the present application;

[0019] Figure 4 is a diagrammatic diagram of an embodiment of an external characteristic curve of a vehicle motor of the present application;

[0020] Figure 5 It is a structural schematic diagram of an embodiment of a vehicle control device of the present application. DETAILED DESCRIPTION

[0021] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0022] In order to solve the technical problem of insufficient development of vehicle power performance in related technologies, the present application provides a vehicle control method, a vehicle control device and a computer-readable storage medium. The driving modes of conventional vehicles usually include an economy mode, a normal mode and a sports mode with successively better power performance. The present application adds a launch mode with better power performance than the sports mode to the vehicle driving mode. The present application also analyzes the first launch torque and the second launch torque based on the preset acceleration of the vehicle and the current vehicle speed, respectively. In addition, the current output torque is configured in combination with the torque change gradient associated with the previous output torque to improve the power performance while ensuring the safety and smoothness of the vehicle. The specific working principle of the present application is described below with examples.

[0023] See also Figure 1 , Figure 1 It is a flow chart of an embodiment of a vehicle control method of the present application.

[0024] S101: In response to a vehicle being in a launch mode, obtaining a first launch torque that is first related to a preset acceleration of the vehicle, and obtaining a second launch torque that is second related to a current vehicle speed.

[0025] In this embodiment, the power performance of the ejection mode may be better than the power performance of the running mode. The power performance may include at least one of the power corresponding to the accelerator pedal opening, the power response efficiency, and the output torque, that is, the power performance can be considered as the utilization rate of the power of the whole vehicle. The ejection mode can more fully develop and utilize the power that the vehicle can provide relative to the sports mode. For example, when the opening of the accelerator pedal is the same, the power of the ejection mode is higher than the power of the sports mode, and the speed of the ejection mode is higher than the speed of the sports mode. When the accelerator pedal opening changes, that is, the user steps on / relaxes the accelerator pedal, the power response efficiency of the ejection mode is higher than the power response efficiency of the sports mode. Under the same vehicle environment (such as the accelerator pedal opening, the rate of change of the accelerator pedal opening, the driving environment, etc.), the output torque of the ejection mode is higher than the output torque of the sports mode.

[0026] The preset acceleration is a preset acceleration that the vehicle is expected to achieve when in the launch mode, that is, a target acceleration when the vehicle is in the launch mode.

[0027] As the name implies, the current vehicle speed refers to the current speed of the vehicle.

[0028] In this embodiment, the ejection torques respectively related to the preset acceleration and the current vehicle speed of the vehicle can be analyzed, that is, the first ejection torque first related to the preset acceleration of the vehicle, and the second ejection torque second related to the current vehicle speed. The first correlation and the second correlation are used to indicate the correlation between the preset acceleration and the current vehicle speed and the ejection torque, and the two may be similar or unrelated, which is not limited here.

[0029] S102: Obtain a torque variation gradient that is thirdly related to the previous output torque of the vehicle motor.

[0030] In this embodiment, the torque variation gradient is used to constrain the amplitude of the torque variation of the vehicle motor output.

[0031] There is a third correlation relationship between the torque change gradient and the previous output torque of the motor, wherein the third correlation may be a mapping relationship, a linear relationship, a graphical relationship, a preset model, etc., which is not limited here.

[0032] The previous output torque is the torque value output by the vehicle motor at the past moment, that is, the current output torque obtained at the past moment. Optionally, in this embodiment, the previous output torque can be the adjacent previous output torque, that is, the current output torque obtained by the last calculation, which can be considered as the torque value currently being output by the vehicle motor, thereby improving the matching degree between the torque change gradient and the current driving state, and further facilitating the improvement of the vehicle's ride comfort.

[0033] Among them, ride comfort is a vehicle driving performance index. Ride comfort can refer to the performance of avoiding vibration and impact caused by the vehicle during driving, which may cause people to feel uncomfortable, tired, or even harm their health, or damage the goods when the vehicle is driving within the normal driving speed range. Ride comfort can also be considered as ride comfort, which can be evaluated based on the comfort level of the passengers.

[0034] In an alternative embodiment, the previous output torque obtained may be the output torque of the vehicle motor that is several calculation cycles away from the current output torque calculated this time, which is not limited here.

[0035] S103: Utilize the first ejection torque, the second ejection torque, and the torque variation gradient to configure the current output torque of the vehicle motor, and control the vehicle motor to output the current output torque.

[0036] In this embodiment, in response to obtaining the first ejection torque, the second ejection torque and the torque change gradient, the three are respectively associated with the preset acceleration, the current vehicle speed and the previous output torque, so the three can be used to configure the current output torque of the applicable vehicle motor. In this way, the power and power response efficiency matching the preset acceleration and the current speed can be obtained, thereby ensuring the power performance of the vehicle. At the same time, in this embodiment, the torque change gradient of the previous output torque is taken into account, so as to constrain the amplitude of the torque change, which is conducive to ensuring the smoothness of the vehicle.

[0037] It can be seen that in this embodiment, a new ejection mode with better power performance than the sports mode is added to enrich the driving mode of the vehicle and improve the power performance of the vehicle. The present application also analyzes the appropriate torque in combination with the current speed of the vehicle and the preset acceleration, aiming to maximize the power and power response efficiency of the vehicle. In addition, the present application analyzes the first ejection torque and the second ejection torque based on the preset acceleration and the current speed of the vehicle, respectively, and configures the current output torque in combination with the torque change gradient associated with the previous output torque, so as to comprehensively consider the current vehicle speed, preset acceleration and torque change gradient, and ensure the smoothness and safety of the vehicle while improving the power performance.

[0038] See also Figure 2 , Figure 2 It is a flow chart of another embodiment of the vehicle control method of the present application.

[0039] In this embodiment, the power performance of the ejection mode is better than the power performance of the sport mode.

[0040] The power performance may include at least one of the power corresponding to the accelerator pedal opening and the power response efficiency. For example, the power performance may include both the power and the power response efficiency.

[0041] The ejection mode consists of multiple sub-modes.

[0042] Optionally, the preset acceleration of each sub-mode is different. In this way, the multiple sub-modes are helpful to improve the precision of the power performance division, so as to be close to the user's driving habits. For example, the number of sub-mode levels included in the ejection mode can be two, three, four, five, etc.

[0043] Furthermore, the preset acceleration of each sub-mode may be a preset value; or, each sub-mode may have a different acceleration coefficient, and the preset acceleration of each sub-mode may be obtained by weighting the acceleration of gravity by the acceleration coefficient.

[0044] Among them, the preset acceleration and / or acceleration coefficient can be the default values ​​pre-set before the vehicle leaves the factory; or can be configured by the user; or the default values ​​are provided to the user when the vehicle is initialized and the user is notified that the preset acceleration and / or acceleration coefficient can be adjusted. If the user makes adjustments, the preset acceleration and / or acceleration coefficient is updated to the user-set value; if the user does not make adjustments, the default values ​​are used.

[0045] Optionally, in this embodiment, each sub-mode of the ejection mode may have different preset speed extremes to meet different speed requirements of users.

[0046] Further, similar to the preset acceleration, the preset speed extremes of each sub-mode may be default values ​​pre-set before the vehicle leaves the factory and / or customized by the user.

[0047] In this embodiment, the ejection mode includes three sub-modes as an example, that is, the ejection mode can include a first-level sub-mode, a second-level sub-mode, and a third-level sub-mode, and the acceleration coefficients and preset speed extremes of the three modes increase in sequence.

[0048] For example, the acceleration coefficient of the first-level sub-mode is 0.4-0.59; for example, 0.4, 0.47, 0.5, 0.55, 0.59, etc. The acceleration coefficient of the second-level sub-mode is 0.6-0.89; for example, 0.6, 0.65, 0.7, 0.8, 0.89, etc. The acceleration coefficient of the third-level sub-mode is 0.9-1.4; for example, 0.9, 1.0, 1.1, 1.2, 1.3, 1.4, etc.

[0049] S201: Analyze the initial required torque that matches the preset acceleration of the sub-mode in which the vehicle is currently located.

[0050] In this embodiment, the initial required torque of each sub-mode in the launch mode may be the product of the preset acceleration of each sub-mode and the weight of the vehicle.

[0051] Furthermore, the initial required torque acquisition methods of the multiple sub-modes of the launch mode may be set differently.

[0052] Specifically, the initial required torque of the sub-mode with the maximum preset acceleration in the ejection mode can be the vehicle torque extreme value, or the smaller of the vehicle torque extreme value and the acceleration torque. The initial required torque of other sub-modes in the ejection mode is the product of the preset acceleration and the vehicle weight.

[0053] The vehicle torque extreme value is the torque limit value / maximum value that the vehicle motor can output while taking into account vehicle safety and vehicle component reliability. The vehicle torque extreme value will be described in detail later and will not be repeated here.

[0054] The acceleration torque is the product of the preset acceleration and the weight of the vehicle, that is, the acceleration coefficient, the acceleration due to gravity and the weight of the vehicle.

[0055] If so, in response to the vehicle being in the launch mode and not in the sub-mode with the preset maximum acceleration, such as the first-level sub-mode and the second-level sub-mode exemplified in this embodiment, the acceleration coefficient of the current sub-mode and the weight parameter of the vehicle can be obtained, and the weight parameter is integrated with the preset acceleration of the sub-mode to obtain the initial required torque.

[0056] In response to the vehicle being in the launch mode and in a sub-mode with a preset maximum acceleration, the vehicle torque extreme value that integrates the performance of various vehicle components can be obtained; the acceleration coefficient of the current sub-mode and the vehicle's weight parameter are obtained, and the weight parameter is integrated with the preset acceleration of the sub-mode to obtain the acceleration torque; the smaller of the vehicle torque extreme value and the acceleration torque is taken as the initial required torque, which is beneficial to ensuring the safety of the vehicle while making full use of the vehicle's power.

[0057] S202: Obtaining the environmental resistance of the vehicle in the test environment, and analyzing the resistance torque matching the environmental resistance.

[0058] In this embodiment, the environmental resistance includes at least one of air resistance, slope resistance and wheel rolling resistance.

[0059] For example, environmental resistance may include air resistance; or, environmental resistance may include slope resistance; or, environmental resistance may include wheel rolling resistance; or, environmental resistance may include air resistance, slope resistance and wheel rolling resistance, which will not be elaborated here.

[0060] Obtaining the environmental resistance of the vehicle in the test environment, taking into account the impact of environmental resistance on vehicle speed / acceleration, is conducive to the calculated output torque being able to overcome environmental resistance while meeting the dynamic performance of the launch mode, and further ensuring that the torque allocated for power enhancement and power response can fully meet the dynamic performance of the launch mode.

[0061] Specifically, the actual resistance of the environment may be measured to obtain a measured value of the environmental resistance; or, the estimated value of the environmental resistance may be inferred based on vehicle information data; or, a preset value of the environmental resistance may be formed based on the measured value and / or the estimated value of the environmental resistance, and the preset value may be directly called without limitation herein.

[0062] The test environment is the environment in which the vehicle is in the test phase, which is a relatively ideal and relatively extreme environment. The environmental resistance of the test environment is usually smaller than the environmental resistance of the real environment, so the resistance torque is estimated based on the environmental resistance of the test environment, reducing the risk of affecting the vehicle's smoothness and safety due to excessive torque output and excessive power caused by excessive environmental resistance being assessed.

[0063] S203: Superimposing the resistance torque and the initial required torque to form a first ejection torque.

[0064] In this embodiment, in response to obtaining the initial required torque adapted to the current sub-mode, the resistance torque that takes into account the effect of environmental resistance on vehicle dynamics is superimposed on the initial required torque to form a first launch torque that takes into account the acceleration requirement of the launch mode as well as vehicle safety and smoothness.

[0065] In this way, a first launch torque first related to a preset acceleration of the vehicle is obtained.

[0066] For example, the specific calculation formula of the first ejection torque may be as follows:

[0067]

[0068] Among them, T standard is the first ejection torque in the first sub-mode; T strong is the first ejection torque in the secondary sub-mode; T highest is the first ejection torque in the third-level sub-mode; m is the weight parameter of the vehicle, which is the weight of the whole vehicle; a1 is the acceleration coefficient of the first-level sub-mode; a2 is the acceleration coefficient of the second-level sub-mode; a3 is the acceleration coefficient of the third-level sub-mode; g is the acceleration due to gravity; T resistance is the resistance torque.

[0069] S204: Calculate the speed difference between the current vehicle speed and a preset speed extreme value.

[0070] In this embodiment, as described above by way of example, each sub-mode of the ejection mode may have different preset speed extremes.

[0071] For example, the preset speed limit of the first-level sub-mode can be 110km / h (kilometers per hour) to 130km / h; the preset speed limit of the second-level sub-mode can be 130km / h to 145km / h; the third-level sub-mode may not limit the maximum vehicle speed. To facilitate the calculation of the second launch torque, the preset speed limit of the third-level sub-mode can be 145km / h to 200km / h.

[0072] It should be noted that the above-mentioned preset speed extreme value is used as an example to illustrate this embodiment, and there is no strict restriction on the preset speed extreme value in this embodiment. The specific value can be adaptively adjusted and is not limited here.

[0073] The calculation formula of the speed difference can be as follows:

[0074] Δv=v0-v act Formula 1-2

[0075] Among them, Δv is the speed difference; v0 is; v act is the current vehicle speed.

[0076] S205: Analyze the speed coefficient which has a positive linear relationship with the speed difference.

[0077] In this embodiment, the speed difference and the speed coefficient are in a positive linear relationship, that is, the speed difference and the speed coefficient are in a proportional relationship. In layman's terms, the larger the speed difference, the larger the speed coefficient, and the smaller the speed difference, the smaller the speed coefficient.

[0078] Furthermore, the positive linear relationship between the speed difference and the speed coefficient may be a linear formula, a graph, etc. of the two, which is not limited here.

[0079] Furthermore, in this embodiment, a one-dimensional table of speed difference and speed coefficient can be pre-established. When the speed difference between the current vehicle speed and the preset speed extreme value is obtained, the corresponding speed coefficient in the one-dimensional table can be queried to reduce the real-time computing burden of the vehicle and help improve the efficiency of parsing the speed coefficient.

[0080] Optionally, the speed coefficient ranges from 0 to 1.

[0081] S206: Obtaining the original required torque of the vehicle, and weighting the original required torque using the speed coefficient to obtain a second ejection torque.

[0082] In this embodiment, the original required torque of the vehicle may be the same as the initial required torque used to calculate the first launch torque; or the two may be obtained by different calculation methods, such as calculated based on the motor speed and the current vehicle speed, or calculated based on the accelerator pedal opening, the accelerator pedal opening change rate, the cooling water temperature, the speed, the accessory load demand, etc., which are not limited here.

[0083] Furthermore, in this embodiment, the original required torque can be the same as the initial required torque, that is, the original required torque is the product of the preset acceleration and the weight parameter of the vehicle, so as to reduce the real-time calculation amount of the vehicle. In this way, this embodiment can obtain a second ejection torque second related to the current vehicle speed.

[0084] For example, the specific formula for calculating the second ejection torque may be as follows:

[0085] T2=k*T0 Formula 1-3

[0086] Wherein, T2 is the second ejection torque; k is the speed coefficient; and T0 is the original required torque.

[0087] S207: Obtain a torque variation gradient that is thirdly related to the previous output torque of the vehicle motor.

[0088] In this embodiment, the torque change gradient is a torque value relative to the previous output torque, and is used to limit the torque value relative to the previous output torque change, thereby reducing the risk of affecting the smoothness of the vehicle.

[0089] Further, the torque variation gradient may be associated with the current vehicle speed.

[0090] If the current vehicle speed is lower than the preset value, the previous output torque and the torque change gradient are in direct proportion, that is, the greater the previous output torque, the greater the torque change gradient, and the smaller the previous output torque, the smaller the torque change gradient.

[0091] If the current vehicle speed is higher than the preset value, the previous output torque and the torque change gradient are inversely proportional, that is, the smaller the previous output torque, the larger the torque change gradient, and the larger the previous output torque, the smaller the torque change gradient.

[0092] In this way, the vehicle's current speed can be taken into account while ensuring the vehicle's smoothness, which is conducive to improving the user's driving experience.

[0093] Optionally, a one-dimensional table of the torque change torque and the previous output torque may be established in advance, or a two-dimensional table of the torque change torque, the current vehicle speed, and the previous output torque may be established, and the two-dimensional table may be queried to obtain the torque change gradient applicable to the current situation.

[0094] In an alternative embodiment, a fixed value may be preset for each sub-mode of the ejection mode as a default torque variation gradient for each sub-mode, which is not limited here.

[0095] S208: Utilize the first launch torque, the second launch torque, and the torque variation gradient to configure the current output torque of the vehicle motor.

[0096] In this embodiment, the first launch torque and the second launch torque are compared and the smaller one of the two is taken, thereby reducing the risk of excessive torque output by the vehicle motor increasing the other and causing one of the two to be too high while taking into account the improvement of both vehicle acceleration and speed and taking into account that one of the two approaches / reaches the target value (preset acceleration and preset speed extreme value).

[0097] That is to say, in this embodiment, considering that there is a situation where the current vehicle speed is large but the current acceleration is small, the second ejection torque is smaller than the first ejection torque, and the smaller of the first ejection torque and the second ejection torque is taken. It is considered that although there is still a certain distance between the current acceleration and the preset acceleration, the current vehicle speed has basically met the ejection mode requirements, and there is no need to require extremely fast speed change efficiency, that is, output torque that meets the current speed change requirements. Similarly, it is also considered that there is a situation where the current vehicle speed is small but the current acceleration is large. At this time, the first ejection torque is smaller than the second ejection torque, and the smaller of the first ejection torque and the second ejection torque is taken. It is considered that although there is still a certain distance between the current vehicle speed and the preset speed extreme value, the current acceleration has basically met the ejection mode requirements (that is, the preset acceleration), that is, output torque that meets the current acceleration change requirements.

[0098] Further, the difference between the smaller one and the previous output torque is calculated to obtain the first torque. The correction factor can be used to weight the torque change gradient, and the product of the weighted result and the interval length of the adjacent calculated torques is calculated to obtain the second torque. The correction factor can further smooth or accelerate the change of the torque change gradient.

[0099] Specifically, the correction factor may be strongly related to the previous output torque and the required torque, and the required torque may be the initial required torque and / or the original required torque.

[0100] Optionally, it may have a linear relationship with both the previous output torque and the required torque.

[0101] Alternatively, it may be proportional to the difference between the previous output torque and the required torque. That is, the greater the difference between the previous output torque and the required torque, the greater the correction factor; the smaller the difference between the previous output torque and the required torque, the smaller the correction factor.

[0102] And / or, a one-dimensional table of the difference between the previous output torque and the required torque and the correction factor may be established, thereby reducing the amount of real-time calculations of the vehicle.

[0103] For example, the correction factor may range from 0 to 1.2.

[0104] Furthermore, the smaller of the first torque and the second torque is added to the previous output torque to obtain the current output torque.

[0105] As such, in this embodiment, while taking into account the acceleration and speed requirements of the vehicle, the current driving state of the vehicle is further considered. In this embodiment, when the vehicle is currently in a deceleration state, the second torque is less than the first torque. In other words, in this embodiment, when the user steps on the brake pedal, the deceleration requirement of the vehicle is met first, reducing the risk of requiring high speed and high acceleration when the vehicle is in a deceleration state, which is conducive to improving the dynamic response strategy of the ejection mode in this embodiment.

[0106] For example, the formula for calculating the current output torque first torque may be:

[0107] T act =Min(T1, T2) Formula 1-4

[0108] G act =H*G Formula 1-5

[0109]

[0110] Among them, T act is the smaller of the first ejection torque and the second ejection torque; T1 is the first ejection torque; T2 is the second ejection torque; Min(x, y) is the smaller of x and y; G act is the weighted result of the correction factor on the torque change gradient; H is the correction factor; G is the torque change gradient; T final is the current output torque; T act 1 / z is the previous output torque; D is the interval between the adjacent torque calculations.

[0111] In an alternative embodiment, the sum of the torque change gradient and the previous output torque may be calculated as the third torque, and the first launch torque, the second launch torque and the third torque may be weightedly integrated to obtain the current output torque.

[0112] Alternatively, the sum of the superimposed torque change gradient and the previous output torque may be calculated as the third torque, and the minimum value among the first launch torque, the second launch torque and the third torque may be taken as the current output torque.

[0113] S209: Control the vehicle motor to output the current output torque.

[0114] In this embodiment, a control instruction may be sent to the vehicle motor / vehicle motor manager, where the control instruction includes a calculated current output torque applicable to the current driving condition, so as to control the vehicle motor to output the current output torque.

[0115] S210: Feedback the maximum vehicle speed, maximum acceleration, and driving time to a preset target device.

[0116] In this embodiment, the preset target device may be a mobile device designated by the user, such as a mobile phone, a computer, or a car screen, etc., which is not limited here.

[0117] Specifically, in this embodiment, the maximum vehicle speed, maximum acceleration and driving time are fed back to a preset target device, which can be updated in real time during driving or fed back at the end of driving, thereby reducing the risk of user distraction and safety hazards.

[0118] The end of driving may refer to recognition that the vehicle speed signal is reduced to 0 km / h, and / or the actual gear position signal of the vehicle is in the P gear.

[0119] The driving time of the vehicle's current driving can be counted. Optionally, the timing of the statistics can be specifically receiving the accelerator pedal signal and the brake pedal signal; the time starting point is when the accelerator pedal is pressed and the brake pedal signal is not pressed, and the timing is stopped when the accelerator pedal is not pressed or the ejection mode is exited, and the acceleration time in the ejection mode is obtained.

[0120] A vehicle speed signal is obtained during the vehicle's driving process, the vehicle speed contained in the vehicle speed signal is analyzed, and the maximum vehicle speed during the vehicle's driving process is taken as the maximum vehicle speed.

[0121] For example, the maximum vehicle speed can be calculated as follows:

[0122] VehicleSpeed Max =Max(VehicleSpeed1~VehicleSpeed n ) Formula 1-7

[0123] Among them, VehicleSpeed Max VehicleSpeed ​​is the maximum vehicle speed; i is the vehicle speed contained in the vehicle speed signal, i=1, 2, ..., n, n is a positive integer; Max(VehicleSpeed1~VehicleSpeed n ) is the maximum value of several vehicle speeds obtained.

[0124] The longitudinal acceleration signal of the vehicle during driving is obtained, the longitudinal acceleration contained in the longitudinal acceleration signal is analyzed, the longitudinal acceleration is compared with the preset acceleration, and the smaller value of the two is taken as the maximum acceleration. In this case, since the longitudinal acceleration is an estimated value / measured value of the vehicle, there is a certain error. When the longitudinal acceleration is higher than the preset acceleration, it may be due to an error. Therefore, the preset acceleration can be used as the maximum acceleration.

[0125] Optionally, when displaying the maximum acceleration, the maximum acceleration value may be displayed, or the acceleration coefficient of the maximum acceleration may be displayed, which is not limited here. Furthermore, the display format may be customized by the user.

[0126] For example, when displaying the maximum acceleration, the acceleration coefficient is displayed as an example. The calculation formula for the maximum acceleration can be as follows:

[0127]

[0128] Among them, A Max is the acceleration coefficient of the maximum acceleration; g reality is the longitudinal acceleration; g is the gravitational acceleration; Q is the acceleration coefficient of the preset acceleration, such as a1, a2, and a3 in Formula 1-1.

[0129] Furthermore, a redundant threshold can be further set. When the longitudinal acceleration measured by the vehicle is higher than the preset acceleration and the absolute value of the difference between the two is greater than the redundant threshold, it is considered that the current measurement is abnormal or the vehicle dynamic response is abnormal, and the cause of the abnormality needs to be investigated. Then, abnormal prompt information is fed back, thereby effectively ensuring the safety and reliability of the vehicle.

[0130] Optionally, in this embodiment, a verification process of whether to allow switching to the ejection mode can be added. When the user switches to the ejection mode, the driving safety requirements and the sustainable requirements of the ejection mode can be verified to determine whether it is appropriate to enter the ejection mode. The switching to the ejection mode can be a signal for starting the ejection mode input from a passenger compartment display device, an in-vehicle voice control, or a real gear position control.

[0131] In response to currently meeting the safety requirement and the sustainable requirement, the mode is switched to the ejection mode. In response to currently not meeting at least one of the safety requirement and the sustainable requirement, the mode is not allowed to be switched to the ejection mode, and the user is fed back information that the mode is not allowed to be switched to the ejection mode and the specific reason for not allowing the switch.

[0132] Specifically, the verification of security requirements may include:

[0133] All vehicle controllers can be self-checked to obtain the status of the vehicle controllers. When there is no fault code in the vehicle, the vehicle status can be concluded to be normal; conversely, when any controller status of the vehicle is detected to be abnormal, the vehicle status can be concluded to be abnormal.

[0134] And / or, it can receive input signals such as seat belt, door, seat status, etc. When the door status is closed and there is a person in any seat position, the corresponding seat belt status is closed. For example, when the driver and passenger seat sensors recognize that there are people, the corresponding driver and passenger seat belts must be closed.

[0135] For example, the input signal that meets the safety requirements can be shown as follows:

[0136]

[0137] Among them, Door all For the door status; Seatbelt correspongding It is the seat belt status; close means the door is closed / the seat belt is engaged.

[0138] Verification of the sustainability requirements of the launch mode may include:

[0139] Receive the remaining power signal (SOC, state of charge) from the battery management system (BMS) to ensure that the vehicle battery has sufficient power output. That is, when entering the ejection mode, the remaining power must be greater than the first power to enter the ejection mode. In the ejection mode, when the remaining power is less than the second power, the ejection mode is exited. Among them, the first power is greater than the second power.

[0140]

[0141] Among them, SOC is the remaining power; SOC H The first charge; SOC L The second electric quantity.

[0142] Furthermore, in order to reduce the risk of inaccurate fluctuation of the power signal, the fluctuation range of the allowed power can be further set.

[0143] In summary, this embodiment can improve the driving experience performance of the ejection mode of new energy vehicles, further enhance the driving safety of drivers and passengers, reduce the dizziness of drivers in the ejection mode, and is conducive to improving the applicability of the ejection mode and improving the user's driving experience in the ejection mode.

[0144] The following is an example of the vehicle torque extreme value of the present application.

[0145] The vehicle torque extreme value is equivalent to the limit value of the vehicle torque considered in this embodiment, which is the maximum torque value to ensure the safety and reliability of the vehicle. In this embodiment, the current output torque is obtained by arbitration in combination with the vehicle torque extreme value, which is conducive to ensuring the safety and reliability of the vehicle.

[0146] Optionally, in this embodiment, at least one of the first extreme value of torque, the second extreme value of torque, and the third extreme value of torque can be obtained. The minimum of the several extreme values ​​obtained can be used as the vehicle torque extreme value. Among them, the first extreme value of torque is associated with the current temperature of the vehicle motor, the second extreme value of torque is associated with the current speed of the vehicle motor, and the third extreme value of torque is associated with the vehicle state. In this way, this embodiment can obtain the maximum output torque suitable for the vehicle while also helping to ensure the safety of the vehicle during driving.

[0147] Association means that there is a corresponding relationship between the two, and the corresponding relationship can be a preset mapping relationship, a two-dimensional chart, a table, a conversion formula, etc., which is not limited here. The following is a specific example:

[0148] For example, the first extreme value of torque is associated with the current temperature of the vehicle's motor. The reason for this design is that, considering that when the accelerator pedal and the brake pedal are pressed at the same time, the vehicle's motor will not be able to release kinetic energy and generate heat that accumulates in the motor, and there may even be a risk of motor overheating and hardware damage. Therefore, through the performance of the motor stall test, a corresponding relationship between the maximum driving torque limit when the motor is overheated (that is, the first extreme value of torque) and the duration of the motor overheating is established. In this way, by constraining the vehicle's output torque through the first extreme value of torque, the risk of the vehicle's motor overheating lasting too long can be reduced, which is beneficial to protecting the vehicle's motor, extending the service life of the vehicle's motor, and also beneficial to improving the safety and reliability of vehicle driving.

[0149] like Figure 3 As shown in the example, a graphical relationship between the duration of the over-temperature phenomenon and the torque of the vehicle motor can be formed, and the torque obtained by looking up the temperature table is used as the current first extreme value of the torque. In an alternative embodiment, a formula, a prediction model, etc., which are not limited here, can also be used to form the relationship between the duration of the over-temperature phenomenon and the torque.

[0150] For example, the second extreme value of torque is associated with the speed of the vehicle motor. The reason for this design is that, considering that the inherent characteristics of the vehicle motor (such as factors such as speed) will determine the limit value of the vehicle motor torque to a certain extent, therefore, establishing the relationship between the speed of the vehicle motor and the maximum driving torque limit (i.e., the second extreme value of torque) is conducive to ensuring the reliability and safety of the vehicle motor operation.

[0151] like Figure 4 As shown in the example, the second extreme value of the torque can be obtained based on the external characteristic curve of the vehicle motor. In an alternative embodiment, it can also be a formula or a prediction model that forms a relationship between the rotation speed and the torque of the vehicle motor, which is not limited here.

[0152] It should be noted that Figure 3 as well as Figure 4 The graphical relationship shown as an example is only for illustration, and the numerical values ​​therein are also only for example, which may not be the actual value of vehicle driving, and do not serve to limit the first extreme value of torque and the second extreme value of torque in this embodiment.

[0153] For example, the third extreme value of torque is associated with the vehicle state. The vehicle state may include at least two states, normal and faulty, and the third extreme value of torque is different in different states. Among them, the third extreme value of torque when the vehicle state is normal is greater than the third extreme value of torque when the vehicle state is faulty. In this way, the risk of serious failure of the whole vehicle caused by intense driving can be reduced. At the same time, the risk of worsening failure when the vehicle fails can be reduced, and the vehicle can be allowed to limp, so that the user can drive the vehicle to a relatively safe location for processing.

[0154] In this way, in the process of obtaining the third extreme value of torque, the vehicle state can be identified. In response to the normal state of the vehicle, the third extreme value of torque can be a preset value; in response to the fault state of the vehicle, the third extreme value of torque can be the second extreme value of torque with a preset weight. For example, the preset value can be 9000Nm, 10000Nm, 10500Nm, 11000Nm, 11250Nm, etc., and the preset weight can be 15%, 17.5%, 20%, 22.5%, 25%, etc., which are not limited here.

[0155] In an alternative embodiment, the third extreme value of torque when the vehicle is in a fault state may also be another preset value, which is not limited here. Alternatively, the second extreme value of torque when the vehicle is in a normal state is predicted based on real-time vehicle information to better adapt to the current state of the vehicle, which is not limited here.

[0156] For example, this embodiment can obtain the first extreme value of torque, the second extreme value of torque and the third extreme value of torque, and take the smallest of the first extreme value of torque, the second extreme value of torque and the third extreme value of torque as the output torque of the whole vehicle. In this way, the limit state of the vehicle can be restricted in a multi-dimensional, multi-faceted and relatively comprehensive manner, which is conducive to ensuring the safety and reliability of the vehicle. At the same time, the vehicle torque extreme value can further include the torque limit value associated with other vehicle information, which is not limited here.

[0157] Specifically, the vehicle torque extreme value can be obtained by means of the min() function, etc., which is not limited here. Alternatively, the first torque extreme value, the second torque extreme value, and the third torque extreme value are cascaded and compared; wherein the comparison order of the first torque extreme value, the second torque extreme value, and the third torque extreme value is not limited here.

[0158] In an alternative embodiment, the fourth torque extreme value may be formed based on the motor external characteristics and the motor conversion speed ratio, and the fourth torque extreme value may be used in the evaluation of the vehicle torque extreme value, which is not limited here. The calculation formula of the fourth torque extreme value may be shown as an example in the following formula:

[0159] T m =T D *Z formula 3-1

[0160] Among them, T m is the fourth extreme value of torque; T D is the external characteristic maximum torque of the motor; Z is the conversion speed ratio of the motor.

[0161] It should be understood that although Figure 1-Figure 2 The steps in the flowchart are shown in sequence as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in this document, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. Moreover, Figure 1-Figure 2 At least part of the steps may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least part of the sub-steps or stages of other steps.

[0162] See also Figure 5 , Figure 5 It is a structural schematic diagram of an embodiment of a vehicle control device of the present application.

[0163] In this embodiment, the vehicle control module may be an HCU (Hybrid Control Unit, HCU, hybrid power system vehicle controller), a CPU (Central Processing Unit, central processing unit), a mainboard, etc., which is not limited here.

[0164] For the specific definition of the vehicle control device, please refer to the definition of the vehicle control method above, which will not be repeated here. Each module in the above-mentioned vehicle control device can be implemented in whole or in part by software, hardware and a combination thereof. The above-mentioned modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above modules.

[0165] The vehicle control device includes a processor 31 , a memory 32 , and a computer program stored in the memory 32 and executable on the processor.

[0166] In one embodiment, the processor 31 implements the following steps when executing the computer program:

[0167] S101: In response to a vehicle being in a launch mode, obtaining a first launch torque that is first related to a preset acceleration of the vehicle, and obtaining a second launch torque that is second related to a current vehicle speed.

[0168] S102: Obtain a torque variation gradient that is thirdly related to the previous output torque of the vehicle motor.

[0169] S103: Utilize the first ejection torque, the second ejection torque, and the torque variation gradient to configure the current output torque of the vehicle motor, and control the vehicle motor to output the current output torque.

[0170] In one embodiment, the processor 31 further implements the following steps when executing the computer program:

[0171] The power performance of the launch mode is better than that of the sport mode. The power performance may include at least one of the power corresponding to the accelerator pedal opening and the power response efficiency.

[0172] The ejection mode consists of multiple sub-modes.

[0173] Optionally, the preset acceleration of each sub-mode is different. In this way, the multiple sub-modes are helpful to improve the precision of the power performance division, so as to be close to the user's driving habits. For example, the number of sub-mode levels included in the ejection mode can be two, three, four, five, etc.

[0174] Furthermore, the preset acceleration of each sub-mode may be a preset value; or, each sub-mode may have a different acceleration coefficient, and the preset acceleration of each sub-mode may be obtained by weighting the acceleration of gravity by the acceleration coefficient.

[0175] Among them, the preset acceleration and / or acceleration coefficient can be the default values ​​pre-set before the vehicle leaves the factory; or can be configured by the user; or the default values ​​are provided to the user when the vehicle is initialized and the user is notified that the preset acceleration and / or acceleration coefficient can be adjusted. If the user makes adjustments, the preset acceleration and / or acceleration coefficient is updated to the user-set value; if the user does not make adjustments, the default values ​​are used.

[0176] Optionally, in this embodiment, each sub-mode of the ejection mode may have different preset speed extremes to meet different speed requirements of users.

[0177] Further, similar to the preset acceleration, the preset speed extremes of each sub-mode may be default values ​​pre-set before the vehicle leaves the factory and / or customized by the user.

[0178] In this embodiment, the ejection mode includes three sub-modes as an example, that is, the ejection mode can include a first-level sub-mode, a second-level sub-mode, and a third-level sub-mode, and the acceleration coefficients and preset speed extremes of the three modes increase in sequence.

[0179] For example, the acceleration coefficient of the first-level sub-mode is 0.4-0.59, the acceleration coefficient of the second-level sub-mode is 0.6-0.89, and the acceleration coefficient of the third-level sub-mode is 0.9-1.4.

[0180] S201: Analyze the initial required torque that matches the preset acceleration of the sub-mode in which the vehicle is currently located.

[0181] In this embodiment, in response to the vehicle being in a sub-mode with a preset maximum acceleration, the vehicle torque extreme value that integrates the performance of various vehicle components is obtained; the acceleration coefficient of the current sub-mode and the weight parameter of the vehicle are obtained, and the weight parameter is integrated with the preset acceleration of the sub-mode to obtain the acceleration torque; the smaller of the vehicle torque extreme value and the acceleration torque is taken as the initial required torque.

[0182] S202: Obtaining the environmental resistance of the vehicle in the test environment, and analyzing the resistance torque matching the environmental resistance.

[0183] In this embodiment, the environmental resistance includes at least one of air resistance, slope resistance and wheel rolling resistance.

[0184] S203: Superimposing the resistance torque and the initial required torque to form a first ejection torque.

[0185] In this embodiment, a first ejection torque first related to a preset acceleration of the vehicle is obtained.

[0186] S204: Calculate the speed difference between the current vehicle speed and a preset speed extreme value.

[0187] S205: Analyze the speed coefficient which has a positive linear relationship with the speed difference.

[0188] In this embodiment, the value range of the speed coefficient is 0-1.

[0189] S206: Obtaining the original required torque of the vehicle, and weighting the original required torque using the speed coefficient to obtain a second ejection torque.

[0190] In this embodiment, a second ejection torque secondly related to the current vehicle speed is obtained.

[0191] S207: Obtain a torque variation gradient that is thirdly related to the previous output torque of the vehicle motor.

[0192] S208: Utilize the first launch torque, the second launch torque, and the torque variation gradient to configure the current output torque of the vehicle motor.

[0193] In this embodiment, the first ejection torque and the second ejection torque are compared, the smaller one of the two is taken, and the difference between the smaller one and the previous output torque is calculated to obtain the first torque.

[0194] The torque variation gradient is weighted using the correction factor, and the product of the weighted result and the interval length between adjacent torque calculations is calculated to obtain the second torque.

[0195] The smaller of the first torque and the second torque is added to the previous output torque to obtain the current output torque.

[0196] S209: Control the vehicle motor to output the current output torque.

[0197] S210: Feedback the maximum vehicle speed, maximum acceleration, and driving time to a preset target device.

[0198] In this embodiment, the driving time of the vehicle's current driving may be counted.

[0199] A vehicle speed signal is obtained during the vehicle's driving process, the vehicle speed contained in the vehicle speed signal is analyzed, and the maximum vehicle speed during the vehicle's driving process is taken as the maximum vehicle speed.

[0200] The longitudinal acceleration signal of the vehicle during driving is obtained, the longitudinal acceleration contained in the longitudinal acceleration signal is analyzed, the longitudinal acceleration is compared with the preset acceleration, and the smaller value of the two is taken as the maximum acceleration.

[0201] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the following steps are implemented:

[0202] S101: In response to a vehicle being in a launch mode, obtaining a first launch torque that is first related to a preset acceleration of the vehicle, and obtaining a second launch torque that is second related to a current vehicle speed.

[0203] S102: Obtain a torque variation gradient that is thirdly related to the previous output torque of the vehicle motor.

[0204] S103: Utilize the first ejection torque, the second ejection torque, and the torque variation gradient to configure the current output torque of the vehicle motor, and control the vehicle motor to output the current output torque.

[0205] In one embodiment, when the computer program is executed by a processor, the following steps are also implemented:

[0206] The power performance of the launch mode is better than that of the sport mode. The power performance may include at least one of the power corresponding to the accelerator pedal opening and the power response efficiency.

[0207] The ejection mode consists of multiple sub-modes.

[0208] Optionally, the preset acceleration of each sub-mode is different. In this way, the multiple sub-modes are helpful to improve the precision of the power performance division, so as to be close to the user's driving habits. For example, the number of sub-mode levels included in the ejection mode can be two, three, four, five, etc.

[0209] Furthermore, the preset acceleration of each sub-mode may be a preset value; or, each sub-mode may have a different acceleration coefficient, and the preset acceleration of each sub-mode may be obtained by weighting the acceleration of gravity by the acceleration coefficient.

[0210] Among them, the preset acceleration and / or acceleration coefficient can be the default values ​​pre-set before the vehicle leaves the factory; or can be configured by the user; or the default values ​​are provided to the user when the vehicle is initialized and the user is notified that the preset acceleration and / or acceleration coefficient can be adjusted. If the user makes adjustments, the preset acceleration and / or acceleration coefficient is updated to the user-set value; if the user does not make adjustments, the default values ​​are used.

[0211] Optionally, in this embodiment, each sub-mode of the ejection mode may have different preset speed extremes to meet different speed requirements of users.

[0212] Further, similar to the preset acceleration, the preset speed extremes of each sub-mode may be default values ​​pre-set before the vehicle leaves the factory and / or customized by the user.

[0213] In this embodiment, the ejection mode includes three sub-modes as an example, that is, the ejection mode can include a first-level sub-mode, a second-level sub-mode, and a third-level sub-mode, and the acceleration coefficients and preset speed extremes of the three modes increase in sequence.

[0214] For example, the acceleration coefficient of the first-level sub-mode is 0.4-0.59, the acceleration coefficient of the second-level sub-mode is 0.6-0.89, and the acceleration coefficient of the third-level sub-mode is 0.9-1.4.

[0215] S201: Analyze the initial required torque that matches the preset acceleration of the sub-mode in which the vehicle is currently located.

[0216] In this embodiment, in response to the vehicle being in a sub-mode with a preset maximum acceleration, the vehicle torque extreme value that integrates the performance of various vehicle components is obtained; the acceleration coefficient of the current sub-mode and the weight parameter of the vehicle are obtained, and the weight parameter is integrated with the preset acceleration of the sub-mode to obtain the acceleration torque; the smaller of the vehicle torque extreme value and the acceleration torque is taken as the initial required torque.

[0217] S202: Obtaining the environmental resistance of the vehicle in the test environment, and analyzing the resistance torque matching the environmental resistance.

[0218] In this embodiment, the environmental resistance includes at least one of air resistance, slope resistance and wheel rolling resistance.

[0219] S203: Superimposing the resistance torque and the initial required torque to form a first ejection torque.

[0220] In this embodiment, a first ejection torque first related to a preset acceleration of the vehicle is obtained.

[0221] S204: Calculate the speed difference between the current vehicle speed and a preset speed extreme value.

[0222] S205: Analyze the speed coefficient which has a positive linear relationship with the speed difference.

[0223] In this embodiment, the value range of the speed coefficient is 0-1.

[0224] S206: Obtaining the original required torque of the vehicle, and weighting the original required torque using the speed coefficient to obtain a second ejection torque.

[0225] In this embodiment, a second ejection torque secondly related to the current vehicle speed is obtained.

[0226] S207: Obtain a torque variation gradient that is thirdly related to the previous output torque of the vehicle motor.

[0227] S208: Utilize the first launch torque, the second launch torque, and the torque variation gradient to configure the current output torque of the vehicle motor.

[0228] In this embodiment, the first ejection torque and the second ejection torque are compared, the smaller one of the two is taken, and the difference between the smaller one and the previous output torque is calculated to obtain the first torque.

[0229] The torque variation gradient is weighted using the correction factor, and the product of the weighted result and the interval length between adjacent torque calculations is calculated to obtain the second torque.

[0230] The smaller of the first torque and the second torque is added to the previous output torque to obtain the current output torque.

[0231] S209: Control the vehicle motor to output the current output torque.

[0232] S210: Feedback the maximum vehicle speed, maximum acceleration, and driving time to a preset target device.

[0233] In this embodiment, the driving time of the vehicle's current driving may be counted.

[0234] A vehicle speed signal is obtained during the vehicle's driving process, the vehicle speed contained in the vehicle speed signal is analyzed, and the maximum vehicle speed during the vehicle's driving process is taken as the maximum vehicle speed.

[0235] The longitudinal acceleration signal of the vehicle during driving is obtained, the longitudinal acceleration contained in the longitudinal acceleration signal is analyzed, the longitudinal acceleration is compared with the preset acceleration, and the smaller value of the two is taken as the maximum acceleration.

[0236] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0237] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0238] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. A vehicle control method, characterized in that: The vehicle control method comprises: In response to the vehicle being in the launch mode, obtaining a first launch torque firstly related to a preset acceleration of the vehicle, and obtaining a second launch torque secondly related to a current vehicle speed; Obtaining a torque change gradient thirdly related to a previous output torque of the motor of the vehicle; configuring a current output torque of a vehicle motor by using the first ejection torque, the second ejection torque, and the torque variation gradient, and controlling the vehicle motor to output the current output torque; The torque change gradient is used to constrain the change range of the current output torque relative to the previous output torque; The preset acceleration is a preset acceleration that the vehicle is expected to achieve when in the launch mode.

2. The vehicle control method according to claim 1, characterized in that: The ejection mode includes multiple sub-modes, and the preset acceleration of each sub-mode is different; The obtaining of a first ejection torque first related to a preset acceleration of the vehicle comprises: Resolving an initial demand torque that matches a preset acceleration for a sub-mode in which the vehicle is currently located; Obtaining the environmental resistance of the vehicle in the test environment, and analyzing the resistance torque matching the environmental resistance; wherein the environmental resistance includes at least one of air resistance, slope resistance and wheel rolling resistance; The resistance torque and the initial required torque are superimposed to form the first ejection torque.

3. The vehicle control method according to claim 2, characterized in that: In response to the vehicle being in a sub-mode with a preset maximum acceleration, the analyzing the initial required torque matching the preset acceleration of the sub-mode currently in which the vehicle is located comprises: Obtain the vehicle torque extreme value integrating the performance of each vehicle component; Obtaining the acceleration coefficient of the current sub-mode and the weight parameter of the vehicle, and fusing the weight parameter with the preset acceleration of the sub-mode to obtain the acceleration torque; The smaller one of the vehicle torque extreme value and the acceleration torque is taken as the initial required torque.

4. The vehicle control method according to claim 2, characterized in that: The preset acceleration of each sub-mode is obtained by weighting the gravity acceleration with its acceleration coefficient; The multi-level sub-mode includes a first-level sub-mode, a second-level sub-mode, and a third-level sub-mode; the acceleration coefficient of the first-level sub-mode is 0.4 to 0.59, the acceleration coefficient of the second-level sub-mode is 0.6 to 0.89, and the acceleration coefficient of the third-level sub-mode is 0.9 to 1.

4.

5. The vehicle control method according to claim 1, characterized in that: The obtaining of a second ejection torque second related to the current vehicle speed comprises: Calculating the speed difference between the current speed of the vehicle and a preset speed extreme value; Resolving a speed coefficient that is in a positive linear relationship with the speed difference; The original required torque of the vehicle is obtained, and the original required torque is weighted by using the speed coefficient to obtain the second ejection torque.

6. The vehicle control method according to claim 5, characterized in that: The ejection mode includes a first-level sub-mode, a second-level sub-mode, and a third-level sub-mode, wherein the preset speed extreme values ​​increase in sequence; The speed coefficient has a value range of 0 to 1.

7. The vehicle control method according to claim 1, characterized in that: The configuring the current output torque of the vehicle motor by using the first ejection torque, the second ejection torque and the torque variation gradient includes: Comparing the first ejection torque with the second ejection torque, taking the smaller one of the two, and calculating the difference between the smaller one and the previous output torque to obtain a first torque; The torque variation gradient is weighted by using the correction factor, and the product of the weighted result and the interval length of adjacent torque calculations is calculated to obtain a second torque; The current output torque is obtained by adding the smaller one of the first torque and the second torque to the previous output torque.

8. The vehicle control method according to claim 1, characterized in that: The vehicle control method further includes: Count the driving time of the vehicle's current trip; Acquire a vehicle speed signal during the driving process of the vehicle, analyze the vehicle speed contained in the vehicle speed signal, and take the maximum vehicle speed during the driving process of the vehicle as the maximum vehicle speed; Acquire a longitudinal acceleration signal during vehicle travel, analyze the longitudinal acceleration contained in the longitudinal acceleration signal, compare the longitudinal acceleration with a preset acceleration, and take the smaller value of the two as the maximum acceleration; The maximum vehicle speed, maximum acceleration and driving time are fed back to a preset target device.

9. A vehicle control device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the vehicle control method according to any one of claims 1 to 8 are implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the vehicle control method according to any one of claims 1 to 8 are implemented.

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