Vehicle and control method, apparatus and readable storage medium thereof

Abstract

The application provides a vehicle and a control method, device and readable storage medium thereof. The control method comprises: obtaining pedal stepping data when a current state of the vehicle meets a belt speed starting condition; determining a target rotating speed of a motor according to the pedal stepping data; adjusting a running rotating speed of the motor based on speed loop control; and switching a control mode of the motor from the speed loop to a current loop based on the running rotating speed and the target rotating speed meeting a first condition.

Description

TECHNICAL FIELD

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

[0002] The existing electric bicycle is based on current loop control, and the inertia of the motor used thereon is too small, and the motor accelerates fast. When participating in power assistance, strong impact occurs when the gear is engaged, which seriously affects the riding experience. SUMMARY

[0003] The present application aims to at least solve one of the problems in the prior art or related art.

[0004] To this end, a first aspect of the present application provides a control method of a vehicle.

[0005] A second aspect of the present application provides one of the control devices of the vehicle.

[0006] A third aspect of the present application provides another control device of the vehicle.

[0007] A fourth aspect of the present application provides a readable storage medium.

[0008] A fifth aspect of the present application provides a vehicle.

[0009] Therefore, according to the first aspect of the present application, the present application provides a control method of a vehicle, the vehicle comprising a transmission part and a mechanical driving part and an electric driving part connected to the transmission part, the mechanical driving part and the electric driving part being capable of providing power to the transmission part, the mechanical driving part comprising a pedal, and the electric driving part comprising a motor, the control method comprising: in the case that the current state of the vehicle meets the speed start condition, acquiring the pedal data; determining the target speed of the motor according to the pedal data; adjusting the running speed of the motor based on the speed loop control; and switching the control mode of the motor from the speed loop to the current loop based on the first condition that the running speed and the target speed meet.

[0010] The technical solution of the present application provides a control method of a vehicle. By running the control method, the electric driving part can be controlled to provide power to the transmission part at a reasonable time, so that the impact force of the electric driving part and the transmission part when engaging the gear is reduced, the impact of the impact is reduced, and the use experience of the vehicle is improved.

[0011] In addition, the control method of the vehicle according to the present application also has the following additional technical features.

[0012] In the above technical solution, the conditions for starting with speed include: at least one of the torque value provided by the mechanical drive unit to the transmission unit and the pedaling data satisfies the corresponding condition in the second condition, and the vehicle's speed is greater than zero.

[0013] In this technical solution, the judgment conditions for speed-assisted start are specifically defined. Speed-assisted start, as the name suggests, refers to the situation where the mechanical drive unit participates in the start-up when the vehicle has a certain driving speed. In this process, by limiting that at least one of the torque value and pedal data must meet the corresponding condition in the second condition, the vehicle is eliminated from the coasting state, thereby improving the accuracy of the electric drive unit's intervention in the power assist.

[0014] In any of the above technical solutions, the second condition includes: the torque value is greater than a preset torque threshold; and the pedaling data source is at least two pulses.

[0015] In this technical solution, the specific conditions included in the second condition are defined. In this case, by limiting the torque value to be greater than a preset torque threshold, the user's riding intention can be detected. That is, the torque value is used to determine whether the user intends to use the mechanical drive unit to provide power to the transmission unit. Similarly, since the user uses the pedal to provide power to the mechanical drive unit, if the pedaling data is detected to come from at least two pulses, it is considered that the user intends to use the mechanical drive unit to provide power to the transmission unit.

[0016] The above limitations provide an accurate basis for determining whether the electric drive unit participates in providing power to the transmission unit, thus ensuring the accuracy of the above control.

[0017] In the above technical solution, there are usually two pedals. Specifically, the two pedals are connected to the chainring via a crank. When each pedal is pressed, a pulse is generated. If two pulses are detected, it is considered that the user has pressed the pedals continuously.

[0018] In one of the technical solutions, at least two pulses originate from the same pedal in order to improve the accuracy of whether the user intends to use the mechanical drive unit to provide power to the transmission unit.

[0019] In one technical solution, the pedaling data includes the pedal speed, and determining the target speed of the motor based on the pedaling data includes: obtaining the ratio coefficient between the pedal speed and the target speed; and determining the target speed based on the ratio coefficient and the pedal speed.

[0020] In this technical solution, a specific method for determining the target speed is defined, wherein the pedal speed is directly proportional to the target speed, and the proportionality coefficient is positively correlated with the transmission ratio between the motor and the transmission unit. Under normal circumstances, when the vehicle structure remains unchanged, the proportionality coefficient is a fixed value.

[0021] Based on this, after determining the pedal speed, the target speed can be determined using a proportional coefficient. In this process, the target speed is determined based on the pedal speed. Therefore, it is ensured that the speed at which the transmission meshes with the target speed is similar, thereby reducing the force of the impact and the impact of the impact, thus improving the user experience of the vehicle.

[0022] In any of the above technical solutions, adjusting the operating speed of the motor specifically includes: initializing the stage target speed of the motor; periodically updating the operating speed; increasing the preset speed value of the stage target speed based on the operating speed being less than the target speed, until the operating speed and the target speed meet the first condition; and decreasing the preset speed value of the stage target speed based on the operating speed being greater than the target speed, until the operating speed and the target speed meet the first condition.

[0023] In this technical solution, the adjustment process of the motor speed is specifically defined. By limiting the target speed to increase or decrease the preset speed value at each stage, the motor speed changes at a relatively stable rate, making the motor speed adjustment more stable and avoiding sudden changes in motor speed that could affect the reliability of motor operation.

[0024] In any of the above technical solutions, the first condition includes: the absolute difference between the operating speed and the target speed is less than a preset value and continues for a preset duration.

[0025] In this technical solution, the specific form of the first condition is defined. By limiting the absolute value of the difference between the target speed and the operating speed to be less than a preset value, the timing of the speed loop switching to the current loop can be limited using the above relationship. By setting the preset value, the magnitude of the difference between the target speed and the operating speed can be measured.

[0026] In the above technical solution, deviations may occur during the acquisition or measurement of the operating speed. These deviations manifest as the operating speed being too high or too low. Due to these deviations, the electric drive unit may supply power to the transmission unit at inappropriate times, potentially leading to an impact. By setting a preset time period, the motor control mode is switched only when the absolute value of the difference between the target speed and the operating speed is consistently less than a preset value over a certain period. This reduces the likelihood of the aforementioned situation and improves control accuracy.

[0027] In any of the above technical solutions, the preset duration is greater than or equal to 200 milliseconds.

[0028] In any of the above technical solutions, under speed loop control, the motor speed is controlled by a proportional-integral controller, and the output current value controls the motor speed, switching the motor control mode from speed loop to current loop. Specifically, this includes: obtaining the speed value output by the proportional-integral controller at the moment of control mode switching; determining the target current value based on the speed value; using the target current value as the initial value for current loop control; and controlling the motor based on the processing result of the target current value and the initial value.

[0029] The technical solution specifies the switching method for motor control. Since the control of the current loop is based on current, if the default current value is used for control at the moment of switching, it will cause a sudden change in current to a certain extent. If it is too large or too small, the motor speed will change suddenly, resulting in an impact.

[0030] To reduce or avoid the above situation, the technical solution of this application collects the motor speed at the moment of switching the control mode and determines the current value corresponding to the motor speed at that moment, that is, the target current value mentioned above, and uses this current value as the initial value under the current loop control, so as to perform current loop control based on the initial value and the target current value.

[0031] In the above process, since the initial value is given based on the target current value, the problem of excessive or insufficient current is avoided, thereby reducing the possibility of sudden changes in motor speed that could lead to an impact.

[0032] In the above technical solution, the target current value and the initial value are processed, and the motor is controlled based on the processing results to achieve a smooth switching, thereby improving the stability of motor operation under the control mode switching.

[0033] In any of the above technical solutions, the target current value, the initial value, and the processing result follow the following formula: I = I1 × λ + I2 × (1 - λ); where I is the processing result, I1 is the target current value, I2 is the initial value, and λ is the weight value, which increases from 0 to 1 over time.

[0034] In this technical solution, a weighted approach is used for switching, which ensures the smoothness of the control mode switching.

[0035] In any of the above technical solutions, the target current value is determined based on the torque value of the mechanical drive unit and the pedaling data.

[0036] In this technical solution, the criteria for determining the target current value are specifically defined. Before the electric drive unit assists, the vehicle is actually driven by the mechanical drive unit. After the electric drive unit assists, the mechanical drive unit and the electric drive unit provide power simultaneously. In order to reduce the feeling of stepping into the air, it is necessary to ensure that the power provided by the electric drive unit and the mechanical drive unit is the same. Therefore, by acquiring the torque value and pedaling data, the power provided by the mechanical drive unit can be determined based on the torque value and pedaling data, and then the current value when the electric drive unit provides the same power is determined, which is the target current value, thereby improving the stability of vehicle control.

[0037] In a second aspect of this application, a vehicle control device is proposed. The vehicle includes a transmission unit and a mechanical drive unit and an electric drive unit connected to the transmission unit. The mechanical drive unit and the electric drive unit are capable of providing power to the transmission unit. The mechanical drive unit includes a pedal, and the electric drive unit includes a motor. The control device includes: an acquisition unit for acquiring pedal pedal pressure data when the current state of the vehicle meets the conditions for starting at speed; a determination unit for determining the target speed of the motor based on the pedal pressure data; an adjustment unit for adjusting the operating speed of the motor based on speed loop control; and a switching unit for switching the motor control mode from speed loop to current loop based on the condition that the operating speed and the target speed meet a first condition.

[0038] The technical solution of this application proposes a vehicle control device that can control the electric drive unit to provide power to the transmission unit at a reasonable time, so that when the electric drive unit and the transmission unit mesh with the gears, the impact force is reduced, the impact is reduced, and thus the user experience of the vehicle is improved.

[0039] In addition, the vehicle control device proposed in this application has the following additional technical features.

[0040] In the above technical solution, the conditions for starting with speed include: at least one of the torque value provided by the mechanical drive unit to the transmission unit and the pedaling data satisfies the corresponding condition in the second condition, and the vehicle's speed is greater than zero.

[0041] In this technical solution, the judgment conditions for speed-assisted start are specifically defined. Speed-assisted start, as the name suggests, refers to the situation where the mechanical drive unit participates in the start-up when the vehicle has a certain driving speed. In this process, by limiting that at least one of the torque value and pedal data must meet the corresponding condition in the second condition, the vehicle is eliminated from the coasting state, thereby improving the accuracy of the electric drive unit's intervention in the power assist.

[0042] In any of the above technical solutions, the second condition includes: the torque value is greater than a preset torque threshold; and the pedaling data source is at least two pulses.

[0043] In this technical solution, the specific conditions included in the second condition are defined. In this case, by limiting the torque value to be greater than a preset torque threshold, the user's riding intention can be detected. That is, the torque value is used to determine whether the user intends to use the mechanical drive unit to provide power to the transmission unit. Similarly, since the user uses the pedal to provide power to the mechanical drive unit, if the pedaling data is detected to come from at least two pulses, it is considered that the user intends to use the mechanical drive unit to provide power to the transmission unit.

[0044] The above limitations provide an accurate basis for determining whether the electric drive unit participates in providing power to the transmission unit, thus ensuring the accuracy of the above control.

[0045] In the above technical solution, there are usually two pedals. Specifically, the two pedals are connected to the chainring via a crank. When each pedal is pressed, a pulse is generated. If two pulses are detected, it is considered that the user has pressed the pedals continuously.

[0046] In one of the technical solutions, at least two pulses originate from the same pedal in order to improve the accuracy of whether the user intends to use the mechanical drive unit to provide power to the transmission unit.

[0047] In any of the above technical solutions, the pedaling data includes pedal speed. The determining unit is specifically used to: obtain the ratio coefficient between the pedal speed and the target speed; and determine the target speed based on the ratio coefficient and the pedal speed.

[0048] In this technical solution, a specific method for determining the target speed is defined, wherein the pedal speed is directly proportional to the target speed, and the proportionality coefficient is positively correlated with the transmission ratio between the motor and the transmission unit. Under normal circumstances, when the vehicle structure remains unchanged, the proportionality coefficient is a fixed value.

[0049] Based on this, after determining the pedal speed, the target speed can be determined using a proportional coefficient. In this process, the target speed is determined based on the pedal speed. Therefore, it is ensured that the speed at which the transmission meshes with the target speed is similar, thereby reducing the force of the impact and the impact of the impact, thus improving the user experience of the vehicle.

[0050] In any of the above technical solutions, the adjustment unit is specifically used for: initializing the stage target speed of the motor; periodically updating the operating speed; increasing the preset speed value of the stage target speed based on the operating speed being less than the target speed, until the operating speed and the target speed meet the first condition; and decreasing the preset speed value of the stage target speed based on the operating speed being greater than the target speed, until the operating speed and the target speed meet the first condition.

[0051] In this technical solution, the adjustment process of the motor speed is specifically defined. By limiting the target speed to increase or decrease the preset speed value at each stage, the motor speed changes at a relatively stable rate, making the motor speed adjustment more stable and avoiding sudden changes in motor speed that could affect the reliability of motor operation.

[0052] In any of the above technical solutions, the first condition includes: the absolute difference between the operating speed and the target speed is less than a preset value and continues for a preset duration.

[0053] In this technical solution, the specific form of the first condition is defined. By limiting the absolute value of the difference between the target speed and the operating speed to be less than a preset value, the timing of the speed loop switching to the current loop can be limited using the above relationship. By setting the preset value, the magnitude of the difference between the target speed and the operating speed can be measured.

[0054] In the above technical solution, deviations may occur during the acquisition or measurement of the operating speed. These deviations manifest as the operating speed being too high or too low. Due to these deviations, the electric drive unit may supply power to the transmission unit at inappropriate times, potentially leading to an impact. By setting a preset time period, the motor control mode is switched only when the absolute value of the difference between the target speed and the operating speed is consistently less than a preset value over a certain period. This reduces the likelihood of the aforementioned situation and improves control accuracy.

[0055] In any of the above technical solutions, the preset duration is greater than or equal to 200 milliseconds.

[0056] In any of the above technical solutions, under speed loop control, the motor speed is controlled by a proportional-integral controller, and the output current value controls the motor speed. The switching unit is specifically used for: obtaining the speed value output by the proportional-integral controller at the control mode switching time; determining the target current value based on the speed value; using the target current value as the initial value for current loop control; and controlling the motor based on the processing result of the target current value and the initial value.

[0057] The technical solution specifies the switching method for motor control. Since the control of the current loop is based on current, if the default current value is used for control at the moment of switching, it will cause a sudden change in current to a certain extent. If it is too large or too small, the motor speed will change suddenly, resulting in an impact.

[0058] To reduce or avoid the above situation, the technical solution of this application collects the motor speed at the moment of switching the control mode and determines the current value corresponding to the motor speed at that moment, that is, the target current value mentioned above, and uses this current value as the initial value under the current loop control, so as to perform current loop control based on the initial value and the target current value.

[0059] In the above process, since the initial value is given based on the target current value, the problem of excessive or insufficient current is avoided, thereby reducing the possibility of sudden changes in motor speed that could lead to an impact.

[0060] In the above technical solution, the target current value and the initial value are processed, and the motor is controlled based on the processing results to achieve a smooth switching, thereby improving the stability of motor operation under the control mode switching.

[0061] In any of the above technical solutions, the target current value, the initial value, and the processing result follow the following formula: I = I1 × λ + I2 × (1 - λ); where I is the processing result, I1 is the target current value, I2 is the initial value, and λ is the weight value, which increases from 0 to 1 over time.

[0062] In this technical solution, a weighted approach is used for switching, which ensures the smoothness of the control mode switching.

[0063] In any of the above technical solutions, the target current value is determined based on the torque value of the mechanical drive unit and the pedaling data.

[0064] In this technical solution, the criteria for determining the target current value are specifically defined. Before the electric drive unit assists, the vehicle is actually driven by the mechanical drive unit. After the electric drive unit assists, the mechanical drive unit and the electric drive unit provide power simultaneously. In order to reduce the feeling of stepping into the air, it is necessary to ensure that the power provided by the electric drive unit and the mechanical drive unit is the same. Therefore, by acquiring the torque value and pedaling data, the power provided by the mechanical drive unit can be determined based on the torque value and pedaling data, and then the current value when the electric drive unit provides the same power is determined, which is the target current value, thereby improving the stability of vehicle control.

[0065] In a third aspect of this application, a vehicle control device is proposed, comprising: a controller and a memory, wherein the memory stores a program or instructions, and the controller, when executing the program or instructions in the memory, implements the steps of any of the methods described above.

[0066] In a fourth aspect of this application, a readable storage medium is proposed, on which a program or instructions are stored, which, when executed by a processor, implement the steps of any of the methods described above.

[0067] In a fifth aspect of this application, a vehicle is provided, comprising: a control device for a vehicle as described above; and / or a readable storage medium as described above.

[0068] In one of the technical solutions, the vehicle is an electric-assisted bicycle.

[0069] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0070] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0071] Figure 1 A flowchart illustrating the vehicle control method in an embodiment of the present invention is shown;

[0072] Figure 2 One of the schematic block diagrams of a vehicle control device according to an embodiment of the present invention is shown;

[0073] Figure 3 A second schematic block diagram of the vehicle control device in an embodiment of the present invention is shown. Detailed Implementation

[0074] To better understand the above aspects, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0075] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0076] like Figure 1 As shown, according to an embodiment of the present invention, a vehicle control method is provided. The vehicle includes a transmission unit and a mechanical drive unit and an electric drive unit connected to the transmission unit. The mechanical drive unit and the electric drive unit are capable of providing power to the transmission unit. The mechanical drive unit includes pedals, and the electric drive unit includes a motor. The control method includes:

[0077] Step 102: If the current state of the vehicle meets the conditions for starting at speed, obtain the pedal depressing data;

[0078] Step 104: Determine the target speed of the motor based on the pedaling data;

[0079] Step 106: Adjust the motor's operating speed based on speed loop control;

[0080] Step 108: Based on the fact that the operating speed and the target speed meet the first condition, switch the motor control mode from speed loop to current loop.

[0081] The embodiments of this application propose a vehicle control method. By running this control method, the electric drive unit can be controlled to provide power to the transmission unit at a reasonable time. This reduces the impact force when the electric drive unit and the transmission unit mesh with the gears during power assistance, thereby reducing the impact and improving the user experience of the vehicle.

[0082] In the above embodiment, when the current state of the vehicle is detected to meet the conditions for starting with speed, it is considered that the vehicle needs the electric drive unit to participate in providing power to the transmission unit in order to share the power provided by the mechanical drive unit to the transmission unit in the initial stage of starting. When the electric drive unit provides power to the transmission unit, the power provided by the mechanical drive unit to the transmission unit is reduced. Since the power provided by the mechanical drive unit is usually provided by the user pressing the pedal, when the power provided by the mechanical drive unit to the transmission unit is reduced, the driving force provided by the pedal can be reduced, thereby improving the user experience of the vehicle.

[0083] Specifically, an analysis of the strong impact that occurred when the gears meshed in the relevant embodiments revealed that the reason for the above situation is that the electric drive unit uses a motor drive, and the motor has the characteristics of low inertia and excessively fast speed acceleration. If the electric drive unit is directly driven to provide assistance under the current loop control, the speed of the part of the electric drive unit meshing with the transmission unit is relatively high, which will impact the transmission unit and form an impact. In other words, the relevant embodiments did not consider the speed of the part of the electric drive unit meshing with the transmission unit when the electric drive unit participates in providing power to the transmission unit.

[0084] The embodiments of this application acquire pedal data to estimate the current operating speed of the transmission unit, and determine the corresponding motor speed, i.e., the target speed, based on the pedal speed. Under speed loop control, the motor's operating speed is adjusted. When the detected operating speed reaches the target speed, the meshing part between the electric drive unit and the transmission unit is close to the current rotational speed of the transmission unit. At this time, the electric drive unit and the transmission unit can slowly engage the gears. By switching the motor control mode from speed loop to current loop, the electric drive unit participates in the control of providing power to the transmission unit. During this process, the impact force between the two is reduced, thus improving the riding experience of the vehicle.

[0085] In one embodiment, an electric drive unit is understood to be a component that drives a motor to rotate by electric power to provide power to a transmission unit, while a mechanical drive unit is understood to be a component that provides power to a transmission unit when a pedal is stepped on.

[0086] In one embodiment, the transmission unit is able to drive the vehicle to move after receiving power transmitted from the electric drive unit and / or the mechanical drive unit.

[0087] In the above embodiments, the speed-start conditions include: at least one of the torque value provided by the mechanical drive unit to the transmission unit and the pedaling data satisfies the corresponding condition in the second condition, and the vehicle's driving speed is greater than zero.

[0088] In this embodiment, the judgment conditions for speed-assisted start are specifically defined. Speed-assisted start, as the name suggests, refers to the situation where the mechanical drive unit participates in the start-up when the vehicle has a certain driving speed. In this process, by limiting that at least one of the torque value and pedal data must meet the corresponding condition in the second condition, the vehicle is eliminated from the coasting state, thereby improving the accuracy of the electric drive unit's intervention in the assist.

[0089] Furthermore, the accuracy of the judgment is ensured by using both pedaling data and torque values.

[0090] In any of the above embodiments, the second condition includes: the torque value is greater than a preset torque threshold; and the pedaling data source is at least two pulses.

[0091] In this embodiment, the specific conditions included in the second condition are defined. Specifically, by limiting the torque value to be greater than a preset torque threshold, the user's riding intention can be detected. That is, the torque value is used to determine whether the user intends to use the mechanical drive unit to provide power to the transmission unit. Similarly, since the user uses the pedal to provide power to the mechanical drive unit, if the pedaling data is detected to come from at least two pulses, it is considered that the user intends to use the mechanical drive unit to provide power to the transmission unit.

[0092] The above limitations provide an accurate basis for determining whether the electric drive unit participates in providing power to the transmission unit, thus ensuring the accuracy of the above control.

[0093] In the above embodiments, the preset torque threshold can be set according to the actual usage scenario of the vehicle, such as selecting the maximum friction force for vehicle movement.

[0094] In the above embodiments, there are usually two pedals. Specifically, the two pedals are connected to the chainring via a crank. When each pedal is pressed, a pulse is generated. If two pulses are detected, it is considered that the user has pressed the pedals continuously.

[0095] In one embodiment, at least two pulses originate from the same pedal to improve the accuracy of whether the user intends to use the mechanical drive to provide power to the transmission.

[0096] In one embodiment, the pedaling data includes pedal speed, and determining the target speed of the motor based on the pedaling data includes: obtaining a ratio coefficient between the pedal speed and the target speed; and determining the target speed based on the ratio coefficient and the pedal speed.

[0097] In this embodiment, a specific scheme for determining the target speed is defined, wherein the pedal speed is directly proportional to the target speed, and the proportionality coefficient is positively correlated with the transmission ratio between the motor and the transmission unit. Under normal circumstances, when the vehicle structure remains unchanged, the proportionality coefficient is a fixed value.

[0098] Based on this, after determining the pedal speed, the target speed can be determined using a proportional coefficient. In this process, the target speed is determined based on the pedal speed. Therefore, it is ensured that the speed at which the transmission meshes with the target speed is similar, thereby reducing the force of the impact and the impact of the impact, thus improving the user experience of the vehicle.

[0099] In any of the above embodiments, adjusting the operating speed of the motor specifically includes: initializing the stage target speed of the motor; periodically updating the operating speed; increasing the preset speed value of the stage target speed based on the operating speed being less than the target speed, until the operating speed and the target speed meet a first condition; and decreasing the preset speed value of the stage target speed based on the operating speed being greater than the target speed, until the operating speed and the target speed meet the first condition.

[0100] In this embodiment, the adjustment process of the motor speed is specifically defined. By limiting the target speed to increase or decrease by a preset speed value at each stage, the motor speed changes at a relatively stable rate, making the motor speed adjustment more stable and avoiding sudden changes in motor speed that could affect the reliability of motor operation.

[0101] In addition, because the motor speed can be changed smoothly, the possibility of sudden changes in current during the adjustment of the operating speed is reduced, the probability of motor damage due to overcurrent is reduced, and the reliability of vehicle operation is improved.

[0102] In one embodiment, the preset speed value can vary depending on the motor selected. For example, when the rated speed of the motor is high, the preset speed value is high, and vice versa, when the rated speed of the motor is low, the preset speed value is low.

[0103] In one embodiment, the adjustment cycle of the target rotational speed is the same as the update cycle of the operating rotational speed.

[0104] In this process, by making the adjustment cycle of the target speed of the stage the same as the update cycle of the operating speed, the speed of the motor can be continuously adjusted, thereby shortening the waiting time required for the electric drive unit to provide power to the transmission unit and improving the response speed of the electric drive unit.

[0105] In any of the above embodiments, the first condition includes: the absolute difference between the operating speed and the target speed is less than a preset value, and this difference persists for a preset duration.

[0106] In this embodiment, the specific form of the first condition is defined. By limiting the absolute value of the difference between the target speed and the operating speed to be less than a preset value, the timing of the speed loop switching to the current loop can be limited using the above relationship. By setting the preset value, the magnitude of the difference between the target speed and the operating speed can be measured.

[0107] In the above embodiments, deviations may occur during the acquisition or measurement of the operating speed. These deviations manifest as the operating speed being too high or too low. Due to these deviations, the electric drive unit may supply power to the transmission unit at inappropriate times, potentially leading to an impact. By setting a preset time period, the motor control mode is switched only when the absolute value of the difference between the target speed and the operating speed is consistently less than a preset value over a certain period. This reduces the likelihood of the aforementioned situation and improves control accuracy.

[0108] In any of the above embodiments, the preset value can be adjusted according to the actual usage scenario, and its specific value is not limited here.

[0109] In any of the above embodiments, the preset duration is greater than or equal to 200 milliseconds.

[0110] In this embodiment, a preset duration value is given. The preset duration can be selected according to the actual use scenario, and its value can be 300 milliseconds, 500 milliseconds, etc. The specific value is not limited here.

[0111] In any of the above embodiments, under speed loop control, the motor speed is controlled by a proportional-integral controller, and the output current value controls the motor speed. The motor control mode is switched from speed loop to current loop. Specifically, this includes: obtaining the speed value output by the proportional-integral controller at the moment of control mode switching; determining the target current value based on the speed value; using the target current value as the initial value for current loop control; and controlling the motor based on the processing result of the target current value and the initial value.

[0112] In this embodiment, a specific switching method for the motor control mode is given. Since the control of the current loop is based on the current, if the default current value is used for control at the moment of switching, it will cause a sudden change in the current to a certain extent. If it is too large or too small, the speed of the motor will change suddenly, thus causing an impact.

[0113] To reduce or avoid the occurrence of the above situation, the embodiments of this application collect the motor speed at the moment of switching the control mode, and determine the current value corresponding to the motor speed at that moment, that is, the target current value mentioned above, and use this current value as the initial value under the current loop control, so as to perform current loop control based on the initial value and the target current value.

[0114] In the above process, since the initial value is given based on the target current value, the problem of excessive or insufficient current is avoided, thereby reducing the possibility of sudden changes in motor speed that could lead to an impact.

[0115] In the above embodiments, the target current value and the initial value are processed, and the motor is controlled based on the processing results to achieve a smooth switching, thereby improving the stability of motor operation under the control mode switching.

[0116] In any of the above embodiments, the target current value, the initial value, and the processing result follow the following formula: I = I1 × λ + I2 × (1 - λ); where I is the processing result, I1 is the target current value, I2 is the initial value, and λ is the weight value, which increases from 0 to 1 over time.

[0117] In this embodiment, a weighted approach is used for switching to ensure the smoothness of the control mode switching.

[0118] In any of the above embodiments, the target current value is determined based on the torque value of the mechanical drive unit and the pedaling data.

[0119] In this embodiment, the criteria for determining the target current value are specifically defined. Before the electric drive unit assists, the vehicle is actually driven by the mechanical drive unit. After the electric drive unit assists, the mechanical drive unit and the electric drive unit provide power simultaneously. In order to reduce the feeling of stepping into the air, it is necessary to ensure that the power provided by the electric drive unit and the mechanical drive unit is the same. Therefore, by acquiring the torque value and pedaling data, the power provided by the mechanical drive unit can be determined based on the torque value and pedaling data, and then the current value when the electric drive unit provides the same power is determined, which is the target current value, thereby improving the stability of vehicle control.

[0120] In one embodiment, such as Figure 2As shown, a vehicle control device 200 is proposed. The vehicle includes a transmission unit and a mechanical drive unit and an electric drive unit connected to the transmission unit. The mechanical drive unit and the electric drive unit can provide power to the transmission unit. The mechanical drive unit includes a pedal, and the electric drive unit includes a motor. The control device includes: an acquisition unit 202, used to acquire pedal pressing data when the current state of the vehicle meets the conditions for starting at speed; a determination unit 204, used to determine the target speed of the motor based on the pressing data; an adjustment unit 206, used to adjust the operating speed of the motor based on speed loop control; and a switching unit 208, used to switch the control mode of the motor from speed loop to current loop based on the condition that the operating speed and the target speed meet a first condition.

[0121] The embodiments of this application propose a vehicle control device 200 that can control the electric drive unit to provide power to the transmission unit at a reasonable time, so that when the electric drive unit and the transmission unit engage the gears, the impact force is reduced, the impact is reduced, and the user experience of the vehicle is improved.

[0122] In the above embodiment, when the current state of the vehicle is detected to meet the conditions for starting with speed, it is considered that the vehicle needs the electric drive unit to participate in providing power to the transmission unit in order to share the power provided by the mechanical drive unit to the transmission unit in the initial stage of starting. When the electric drive unit provides power to the transmission unit, the power provided by the mechanical drive unit to the transmission unit is reduced. Since the power provided by the mechanical drive unit is usually provided by the user pressing the pedal, when the power provided by the mechanical drive unit to the transmission unit is reduced, the driving force provided by the pedal can be reduced, thereby improving the user experience of the vehicle.

[0123] Specifically, an analysis of the strong impact that occurred when the gears meshed in the relevant embodiments revealed that the reason for the above situation is that the electric drive unit uses a motor drive, and the motor has the characteristics of low inertia and excessively fast speed acceleration. If the electric drive unit is directly driven to provide assistance under the current loop control, the speed of the part of the electric drive unit meshing with the transmission unit is relatively high, which will impact the transmission unit and form an impact. In other words, the relevant embodiments did not consider the speed of the part of the electric drive unit meshing with the transmission unit when the electric drive unit participates in providing power to the transmission unit.

[0124] The embodiments of this application acquire pedal data to estimate the current operating speed of the transmission unit, and determine the corresponding motor speed, i.e., the target speed, based on the pedal speed. Under speed loop control, the motor's operating speed is adjusted. When the detected operating speed reaches the target speed, the meshing part between the electric drive unit and the transmission unit is close to the current rotational speed of the transmission unit. At this time, the electric drive unit and the transmission unit can slowly engage the gears. By switching the motor control mode from speed loop to current loop, the electric drive unit participates in the control of providing power to the transmission unit. During this process, the impact force between the two is reduced, thus improving the riding experience of the vehicle.

[0125] In one embodiment, an electric drive unit is understood to be a component that drives a motor to rotate by electric power to provide power to a transmission unit, while a mechanical drive unit is understood to be a component that provides power to a transmission unit when a pedal is stepped on.

[0126] In one embodiment, the transmission unit is able to drive the vehicle to move after receiving power transmitted from the electric drive unit and / or the mechanical drive unit.

[0127] In the above embodiments, the speed-start conditions include: at least one of the torque value provided by the mechanical drive unit to the transmission unit and the pedaling data satisfies the corresponding condition in the second condition, and the vehicle's driving speed is greater than zero.

[0128] In this embodiment, the judgment conditions for speed-assisted start are specifically defined. Speed-assisted start, as the name suggests, refers to the situation where the mechanical drive unit participates in the start-up when the vehicle has a certain driving speed. In this process, by limiting that at least one of the torque value and pedal data must meet the corresponding condition in the second condition, the vehicle is eliminated from the coasting state, thereby improving the accuracy of the electric drive unit's intervention in the assist.

[0129] Furthermore, the accuracy of the judgment is ensured by using both pedaling data and torque values.

[0130] In any of the above embodiments, the second condition includes: the torque value is greater than a preset torque threshold; and the pedaling data source is at least two pulses.

[0131] In this embodiment, the specific conditions included in the second condition are defined. Specifically, by limiting the torque value to be greater than a preset torque threshold, the user's riding intention can be detected. That is, the torque value is used to determine whether the user intends to use the mechanical drive unit to provide power to the transmission unit. Similarly, since the user uses the pedal to provide power to the mechanical drive unit, if the pedaling data is detected to come from at least two pulses, it is considered that the user intends to use the mechanical drive unit to provide power to the transmission unit.

[0132] The above limitations provide an accurate basis for determining whether the electric drive unit participates in providing power to the transmission unit, thus ensuring the accuracy of the above control.

[0133] In the above embodiments, the preset torque threshold can be set according to the actual usage scenario of the vehicle, such as selecting the maximum friction force for vehicle movement.

[0134] In the above embodiments, there are usually two pedals. Specifically, the two pedals are connected to the chainring via a crank. When each pedal is pressed, a pulse is generated. If two pulses are detected, it is considered that the user has pressed the pedals continuously.

[0135] In one embodiment, at least two pulses originate from the same pedal to improve the accuracy of whether the user intends to use the mechanical drive to provide power to the transmission.

[0136] In any of the above embodiments, the pedaling data includes pedal speed. The determining unit 204 is specifically used to: obtain the ratio coefficient between the pedal speed and the target speed; and determine the target speed based on the ratio coefficient and the pedal speed.

[0137] In this embodiment, a specific scheme for determining the target speed is defined, wherein the pedal speed is directly proportional to the target speed, and the proportionality coefficient is positively correlated with the transmission ratio between the motor and the transmission unit. Under normal circumstances, when the vehicle structure remains unchanged, the proportionality coefficient is a fixed value.

[0138] Based on this, after determining the pedal speed, the target speed can be determined using a proportional coefficient. In this process, the target speed is determined based on the pedal speed. Therefore, it is ensured that the speed at which the transmission meshes with the target speed is similar, thereby reducing the force of the impact and the impact of the impact, thus improving the user experience of the vehicle.

[0139] In any of the above embodiments, the adjustment unit 206 is specifically used for: initializing the stage target speed of the motor; periodically updating the operating speed; increasing the preset speed value of the stage target speed based on the operating speed being less than the target speed, until the operating speed and the target speed meet the first condition; and decreasing the preset speed value of the stage target speed based on the operating speed being greater than the target speed, until the operating speed and the target speed meet the first condition.

[0140] In this embodiment, the adjustment process of the motor speed is specifically defined. By limiting the target speed to increase or decrease by a preset speed value at each stage, the motor speed changes at a relatively stable rate, making the motor speed adjustment more stable and avoiding sudden changes in motor speed that could affect the reliability of motor operation.

[0141] In addition, because the motor speed can be changed smoothly, the possibility of sudden changes in current during the adjustment of the operating speed is reduced, the probability of motor damage due to overcurrent is reduced, and the reliability of vehicle operation is improved.

[0142] In one embodiment, the preset speed value can vary depending on the motor selected. For example, when the rated speed of the motor is high, the preset speed value is high, and vice versa, when the rated speed of the motor is low, the preset speed value is low.

[0143] In one embodiment, the adjustment cycle of the target rotational speed is the same as the update cycle of the operating rotational speed.

[0144] In this process, by making the adjustment cycle of the target speed of the stage the same as the update cycle of the operating speed, the speed of the motor can be continuously adjusted, thereby shortening the waiting time required for the electric drive unit to provide power to the transmission unit and improving the response speed of the electric drive unit.

[0145] In any of the above embodiments, the first condition includes: the absolute difference between the operating speed and the target speed is less than a preset value, and this difference persists for a preset duration.

[0146] In this embodiment, the specific form of the first condition is defined. By limiting the absolute value of the difference between the target speed and the operating speed to be less than a preset value, the timing of the speed loop switching to the current loop can be limited using the above relationship. By setting the preset value, the magnitude of the difference between the target speed and the operating speed can be measured.

[0147] In the above embodiments, deviations may occur during the acquisition or measurement of the operating speed. These deviations manifest as the operating speed being too high or too low. Due to these deviations, the electric drive unit may supply power to the transmission unit at inappropriate times, potentially leading to an impact. By setting a preset time period, the motor control mode is switched only when the absolute value of the difference between the target speed and the operating speed is consistently less than a preset value over a certain period. This reduces the likelihood of the aforementioned situation and improves control accuracy.

[0148] In any of the above embodiments, the preset value can be adjusted according to the actual usage scenario, and its specific value is not limited here.

[0149] In any of the above embodiments, the preset duration is greater than or equal to 200 milliseconds.

[0150] In this embodiment, a preset duration value is given. The preset duration can be selected according to the actual use scenario, and its value can be 300 milliseconds, 500 milliseconds, etc. The specific value is not limited here.

[0151] In any of the above embodiments, under speed loop control, the motor speed is controlled by a proportional-integral controller, and the output current value controls the motor speed. The switching unit 208 is specifically used to: obtain the speed value output by the proportional-integral controller at the control mode switching time; determine the target current value based on the speed value; use the target current value as the initial value for current loop control; and control the motor based on the processing result of the target current value and the initial value.

[0152] In this embodiment, a specific switching method for the motor control mode is given. Since the control of the current loop is based on the current, if the default current value is used for control at the moment of switching, it will cause a sudden change in the current to a certain extent. If it is too large or too small, the speed of the motor will change suddenly, thus causing an impact.

[0153] To reduce or avoid the occurrence of the above situation, the embodiments of this application collect the motor speed at the moment of switching the control mode, and determine the current value corresponding to the motor speed at that moment, that is, the target current value mentioned above, and use this current value as the initial value under the current loop control, so as to perform current loop control based on the initial value and the target current value.

[0154] In the above process, since the initial value is given based on the target current value, the problem of excessive or insufficient current is avoided, thereby reducing the possibility of sudden changes in motor speed that could lead to an impact.

[0155] In the above embodiments, the target current value and the initial value are processed, and the motor is controlled based on the processing results to achieve a smooth switching, thereby improving the stability of motor operation under the control mode switching.

[0156] In any of the above embodiments, the target current value, the initial value, and the processing result follow the following formula: I = I1 × λ + I2 × (1 - λ); where I is the processing result, I1 is the target current value, I2 is the initial value, and λ is the weight value, which increases from 0 to 1 over time.

[0157] In this embodiment, a weighted approach is used for switching to ensure the smoothness of the control mode switching.

[0158] In any of the above embodiments, the target current value is determined based on the torque value of the mechanical drive unit and the pedaling data.

[0159] In this embodiment, the criteria for determining the target current value are specifically defined. Before the electric drive unit assists, the vehicle is actually driven by the mechanical drive unit. After the electric drive unit assists, the mechanical drive unit and the electric drive unit provide power simultaneously. In order to reduce the feeling of stepping into the air, it is necessary to ensure that the power provided by the electric drive unit and the mechanical drive unit is the same. Therefore, by acquiring the torque value and pedaling data, the power provided by the mechanical drive unit can be determined based on the torque value and pedaling data, and then the current value when the electric drive unit provides the same power is determined, which is the target current value, thereby improving the stability of vehicle control.

[0160] In one embodiment, such as Figure 3 As shown, the present invention provides a vehicle control device 300, including: a controller 302 and a memory 304, wherein the memory 304 stores a program or instructions, and the controller 302 implements the steps of any of the methods described above when executing the program or instructions in the memory 304.

[0161] The memory 304 can be used to store software programs and various data. The memory 304 may primarily include a first storage area for storing programs or instructions and a second storage area for storing data. The first storage area may store the operating system, application programs or instructions required for at least one function (such as sound playback function, image playback function, etc.). Furthermore, the memory 304 may include volatile memory or non-volatile memory, or both. The non-volatile memory may be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM), static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM), and direct memory bus RAM (DRRAM). The memory 304 in the embodiments of this application includes, but is not limited to, these and any other suitable types of memory.

[0162] In one embodiment, a readable storage medium is provided on which a program or instructions are stored, which, when executed by a processor, implement the steps of any of the methods described above.

[0163] In one embodiment, a vehicle is provided, comprising: a control device for any of the vehicles described above; and / or a readable storage medium as described above.

[0164] In one embodiment, the vehicle is an electric-assisted bicycle.

[0165] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly include one or more of the features. In the textual description of this invention, unless otherwise stated, "a plurality of" means two or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0166] In the textual description of this invention, it is understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing and simplifying the embodiments of this invention, and do not indicate or imply that the structures, devices, or elements referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, these descriptions should not be construed as limiting the invention.

[0167] In the textual description of this invention, it is understood that, unless explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0168] In the claims, description, and accompanying drawings of this invention, the term "plural" refers to two or more. Unless otherwise explicitly defined, the terms "upper," "lower," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the invention and simplifying the description process, not to indicate or imply that the device or element referred to must have the described specific orientation, or be constructed and operated in a specific orientation. Therefore, these descriptions should not be construed as limiting the invention. The terms "connect," "install," "fix," etc., should be interpreted broadly. For example, "connect" can be a fixed connection between multiple objects, a detachable connection between multiple objects, or an integral connection; it can be a direct connection between multiple objects or an indirect connection between multiple objects through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in this invention can be understood based on the specific circumstances described above.

[0169] In the claims, description, and accompanying drawings of this invention, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In the claims, description, and accompanying drawings of this invention, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0170] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for controlling a vehicle, characterized in that, The vehicle includes a transmission unit and a mechanical drive unit and an electric drive unit connected to the transmission unit. The mechanical drive unit and the electric drive unit are capable of providing power to the transmission unit. The mechanical drive unit includes a pedal, and the electric drive unit includes a motor. The control method includes: If the current state of the vehicle meets the conditions for starting at speed, obtain the pedal pressing data; The target speed of the motor is determined based on the pedaling data; The operating speed of the motor is adjusted based on speed loop control; Based on the fact that the operating speed and the target speed satisfy the first condition, the control mode of the motor is switched from the speed loop to the current loop; Adjusting the operating speed of the motor specifically includes: Initialize the target speed of the motor for the specified stage; The operating speed is updated periodically; Based on the fact that the operating speed is less than the target speed, the preset speed value of the target speed for the stage is increased until the operating speed and the target speed meet the first condition; Based on the fact that the operating speed is greater than the target speed, the preset speed value of the target speed for the stage is reduced until the operating speed and the target speed meet the first condition.

2. The vehicle control method according to claim 1, characterized in that, The conditions for starting with speed include: at least one of the torque value provided by the mechanical drive unit to the transmission unit and the pedaling data satisfies the corresponding condition in the second condition, and the vehicle's speed is greater than zero.

3. The vehicle control method according to claim 2, characterized in that, The conditions in the second condition include: The torque value is greater than a preset torque threshold; and The trampling data comes from at least two pulses.

4. The vehicle control method according to claim 1, characterized in that, The pedaling data includes pedal speed, and determining the target motor speed based on the pedaling data includes: Obtain the ratio of the pedal speed to the target speed; The target rotational speed is determined based on the proportional coefficient and the pedal rotational speed.

5. The vehicle control method according to any one of claims 1 to 4, characterized in that, The first condition includes: The absolute difference between the operating speed and the target speed is less than a preset speed value and continues for a preset duration.

6. The vehicle control method according to claim 5, characterized in that, The preset duration is greater than or equal to 200 milliseconds.

7. The vehicle control method according to any one of claims 1 to 4, characterized in that, Under the speed loop control, the motor speed is controlled by a proportional-integral controller, and the output current value controls the motor speed. Switching the motor control mode from the speed loop to the current loop specifically includes: Obtain the rotational speed value output by the proportional-integral controller at the moment of control mode switching; Determine the target current value based on the stated rotational speed value; The target current value is used as the initial value for current loop control; The motor is controlled based on the processing results of the target current value and the initial value.

8. The vehicle control method according to claim 7, characterized in that, The target current value, the initial value, and the processing result follow the following formula: I=I 1 ×λ+I 2 ×(1-λ) ； in, I The processing result is... I 1 The target current value, I 2 The initial value is... λ The weight value is denoted as , which increases from 0 to 1 over time.

9. The vehicle control method according to claim 7, characterized in that, The target current value is determined based on the torque value of the mechanical drive unit and the pedaling data.

10. A vehicle control device, characterized in that, The vehicle includes a transmission unit and a mechanical drive unit and an electric drive unit connected to the transmission unit. The mechanical drive unit and the electric drive unit are capable of providing power to the transmission unit. The mechanical drive unit includes a pedal, and the electric drive unit includes a motor. The control device includes: The acquisition unit is used to acquire the pedal pressing data when the current state of the vehicle meets the conditions for starting at speed. A determining unit is used to determine the target rotational speed of the motor based on the pedaling data; An adjustment unit is used to adjust the operating speed of the motor based on speed loop control; The switching unit is used to switch the control mode of the motor from the speed loop to the current loop based on the fact that the operating speed and the target speed meet a first condition; The adjustment unit is specifically used for: initializing the stage target speed of the motor; periodically updating the operating speed; increasing the preset speed value of the stage target speed based on the operating speed being less than the target speed, until the operating speed and the target speed meet a first condition; and decreasing the preset speed value of the stage target speed based on the operating speed being greater than the target speed, until the operating speed and the target speed meet the first condition.

11. A vehicle control device, characterized in that, include: A controller and a memory, wherein the memory stores a program or instructions, and the controller, when executing the program or instructions in the memory, implements the steps of the method as described in any one of claims 1 to 9.

12. A readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the method as described in any one of claims 1 to 9.

13. A vehicle, characterized in that, include: The vehicle control device as described in claim 10 or 11; and / or The readable storage medium as described in claim 12.

14. The vehicle according to claim 13, characterized in that, The vehicle in question is an electric-assisted bicycle.

Images