A method, device, equipment and storage medium for controlling single-pedal sliding of automobile

Abstract

The present application relates to a method, device, equipment and storage medium for controlling single-pedal gliding of an automobile, the method comprising obtaining a vehicle state, the vehicle state comprising at least an accelerator pedal opening value, and obtaining an accelerator pedal opening change rate according to the accelerator pedal opening value; determining whether a torque compensation condition is satisfied according to the accelerator pedal opening change rate, and when the torque compensation condition is satisfied, determining and maintaining an initial compensation torque value; forward compensating an initial required negative torque during single-pedal gliding according to the initial compensation torque value, so that the vehicle required torque at the start of gliding is reduced, and when the difference between the actual vehicle torque and the vehicle required torque is less than a torque threshold, gradually reducing the initial compensation torque value, so that the vehicle required torque is equal to the initial required negative torque. The method of the present application can improve the problem of excessive initial energy recovery intensity in the single-pedal mode in the prior art.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method, device, equipment and storage medium for controlling single-pedal gliding of an automobile. Background Art

[0002] Automobiles, especially new energy vehicles, can improve energy utilization by collecting kinetic energy during the gliding process, and now drivers can easily control vehicle gliding recovery using a single-pedal mode.

[0003] The single-pedal mode combines the kinetic energy recovery system with the accelerator pedal signal. The driver can achieve acceleration and deceleration effects by only operating the accelerator pedal. When the driver sets the vehicle to this mode, the vehicle accelerates by pressing the accelerator pedal. When the accelerator pedal is released, inertia drives the motor to continue running to charge the power battery. At the same time, the motor's reverse torque generates electric braking force to drag the vehicle to decelerate.

[0004] However, during the coasting process of the vehicle, due to the excessive energy recovery intensity in the single-pedal mode, the driver and passengers have a poor experience when entering the coasting state. Summary of the invention

[0005] Based on this, a method, device, computer equipment and storage medium for controlling a single-pedal gliding of an automobile are provided to improve the problem in the prior art that the initial intensity of energy recovery is too large in the single-pedal mode.

[0006] On the one hand, a single-pedal coasting control method for an automobile is provided, comprising:

[0007] Acquire a vehicle state, wherein the vehicle state at least includes an accelerator pedal opening value and an actual vehicle torque, and obtain an accelerator pedal opening change rate according to the accelerator pedal opening value;

[0008] Determining whether a torque compensation condition is satisfied according to the accelerator pedal opening change rate, including determining that a first condition is satisfied if the accelerator pedal opening change rate is less than or equal to a change rate threshold when the accelerator pedal is released, and determining that a second condition is satisfied when the accelerator pedal opening change rate reaches a trough; determining that the torque compensation condition is satisfied when both the first condition and the second condition are satisfied;

[0009] When the torque compensation condition is met, the current accelerator pedal opening change rate is determined as a target change rate, and the initial value of the compensation torque is determined and maintained according to the target change rate, and the faster the accelerator pedal opening changes, the larger the initial value of the compensation torque is, and the initial value of the compensation torque is greater than zero;

[0010] forward compensating the initial negative torque required for single-pedal coasting according to the initial value of the compensation torque to obtain the vehicle required torque at the start of coasting;

[0011] When the difference between the actual vehicle torque and the vehicle required torque is less than the torque threshold, the initial value of the compensation torque is gradiently reduced so that the vehicle required torque is equal to the initial required negative torque, and the vehicle is controlled to glide based on the adjusted vehicle required torque.

[0012] In one embodiment, the forward compensation of the initial required negative torque of single-pedal coasting according to the initial value of the compensation torque includes:

[0013] Gradually increasing the torque compensation value until the torque compensation value reaches the initial value of the compensation torque;

[0014] The vehicle required torque at the start of the coasting is obtained according to the sum of the torque compensation value and the initial required negative torque.

[0015] In one embodiment, the step of obtaining the vehicle required torque at the start of coasting and the step of gradually reducing the initial value of the compensation torque comprises:

[0016] Determining a target value of the intervention coefficient, including determining the target value to be a first coefficient when the first condition is met, and the first coefficient is greater than zero, and otherwise determining the target value to be a second coefficient, and the second coefficient is less than the first coefficient;

[0017] adjusting the intervention coefficient according to the target value, determining the torque compensation value according to the product of the intervention coefficient and the initial value of the compensation torque, and determining the vehicle required torque according to the sum of the torque compensation value and the initial required negative torque;

[0018] When the intervention coefficient changes between the first coefficient and the second coefficient, it changes gradiently according to the intervention coefficient gradient limit value, wherein the intervention coefficient gradient limit value is determined according to the difference between the initial required negative torque and the actual torque of the vehicle, and the larger the absolute value of the difference is, the larger the intervention coefficient gradient limit value is.

[0019] In one embodiment, when the intervention coefficient changes between the first coefficient and the second coefficient, the intervention coefficient changes gradually according to the intervention coefficient gradient limit value, including:

[0020] When the target value of the intervention coefficient changes from the second coefficient to the first coefficient, determining an intervention coefficient rising gradient limit value according to the difference, and adjusting the intervention coefficient according to the intervention coefficient rising gradient limit value;

[0021] When the target value of the intervention coefficient changes from the first coefficient to the second coefficient, a decreasing gradient limit value of the intervention coefficient is determined according to the difference, and the intervention coefficient is adjusted according to the decreasing gradient limit value of the intervention coefficient.

[0022] In one embodiment, the vehicle state further includes a brake master cylinder pressure, a brake pedal state, and a brake pedal trust state, wherein the brake pedal state includes a pressed state or a released state, and the brake pedal trust state includes a trusted state or an untrusted state;

[0023] Determining the target value of the intervention coefficient also includes:

[0024] When the brake pedal trust state is credible and the brake pedal state is in a stepped state, determining the target value to be a second coefficient;

[0025] When the brake pedal trust state is untrustworthy, the brake pedal opening is determined according to the brake master cylinder pressure, and if the brake pedal opening is greater than zero, the target value is determined to be a second coefficient.

[0026] In one embodiment, the vehicle state further includes a vehicle gear position and a single-pedal function state, and before determining whether the torque compensation condition is met according to the accelerator pedal opening change rate, the following step is further included:

[0027] Determine whether the coasting recovery torque optimization condition is met according to the vehicle state, including when the vehicle gear is in the driving gear, the single-pedal function state is in the activation state, and the accelerator pedal opening change rate is less than or equal to the activation threshold, determine that the coasting recovery torque optimization condition is met to execute the judgment of the torque compensation condition, wherein the activation threshold is greater than the change rate threshold.

[0028] In one embodiment, before determining whether the torque compensation condition is met according to the accelerator pedal opening change rate, the method further includes:

[0029] determining whether the accelerator pedal opening has reached a vertex according to the accelerator pedal opening change rate, and acquiring a vertex value as an accelerator pedal opening holding value;

[0030] determining an expected opening decrease time according to the accelerator pedal opening hold value, wherein the expected opening decrease time is positively correlated with the accelerator pedal opening hold value;

[0031] The change rate threshold is determined according to a ratio of the accelerator pedal opening maintained value to the opening expected decrease time.

[0032] On the other hand, a single-pedal sliding control device for an automobile is provided, the device comprising:

[0033] An acquisition module is used to acquire a vehicle state, wherein the vehicle state at least includes an accelerator pedal opening value and an actual vehicle torque, and obtain an accelerator pedal opening change rate according to the accelerator pedal opening value;

[0034] a judgment module, configured to determine whether a torque compensation condition is satisfied according to the accelerator pedal opening change rate, including determining that a first condition is satisfied if the accelerator pedal opening change rate is less than or equal to a change rate threshold when the accelerator pedal is released, and determining that a second condition is satisfied when the accelerator pedal opening change rate reaches a trough; and determining that the torque compensation condition is satisfied when both the first condition and the second condition are satisfied;

[0035] An execution module is used to determine, when the torque compensation condition is met, a current accelerator pedal opening change rate as a target change rate, determine and maintain an initial compensation torque value according to the target change rate, and the faster the accelerator pedal opening changes, the larger the initial compensation torque value is, and the initial compensation torque value is greater than zero; forward compensate the initial required negative torque of single-pedal coasting according to the initial compensation torque value to obtain the vehicle required torque at the start of coasting; when the difference between the actual vehicle torque and the vehicle required torque is less than a torque threshold, gradually reduce the initial compensation torque value so that the vehicle required torque is equal to the initial required negative torque, and control the vehicle coasting based on the adjusted vehicle required torque.

[0036] In yet another aspect, a computer device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the steps of the method are implemented when the processor executes the computer program.

[0037] A computer-readable storage medium is also provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the method described are implemented.

[0038] The above-mentioned automobile single-pedal coasting control method, device, computer equipment and storage medium obtain the accelerator pedal opening value of the vehicle to obtain the accelerator pedal opening change rate, monitor the accelerator pedal opening change rate to identify the user's driving intention, and when the accelerator pedal opening change rate is less than or equal to the change rate threshold and the accelerator pedal opening change rate reaches a trough, it is determined that the torque compensation condition is met, and the opening change rate at this time is used as the target change rate to obtain the corresponding compensation torque initial value, and the compensation torque initial value is used to forward compensate the initial required negative torque during single-pedal coasting, thereby reducing the negative torque during coasting. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 A schematic diagram of a flow chart of a single-pedal coasting control method for an automobile in one embodiment;

[0040] Figure 2 A schematic diagram of a flow chart of a single-pedal coasting control method for an automobile in another embodiment;

[0041] Figure 3 is a structural block diagram of a single-pedal coasting control device for an automobile in one embodiment;

[0042] Figure 4 FIG. 4 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0043] 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.

[0044] At present, new energy vehicles provide a single-pedal mode for drivers to choose. When the single-pedal mode is enabled, the driver lifts the accelerator pedal, and the vehicle's drive system applies negative torque in the reverse direction, recovering the vehicle's kinetic energy while braking and decelerating. However, the single-pedal mode is a strong kinetic energy recovery mode. The energy recovery intensity is too high, which will result in a poor experience for the driver and passengers, and it is difficult for the driver to control the negative torque during gliding in the single-pedal mode.

[0045] The present application provides a single-pedal gliding control method for an automobile, which fully recognizes the driving intention during the gliding stage of the whole vehicle, optimizes the gliding recovery torque, and changes the vehicle from a state of higher energy recovery intensity and rapid deceleration to a state of lower energy recovery intensity and slight deceleration, thereby optimizing the driving experience.

[0046] In one embodiment, a prerequisite for the micro-deceleration coasting control is that the coasting recovery torque optimization logic is activated, otherwise the vehicle still follows the original control method.

[0047] Determination of optimal conditions for coasting recovery torque:

[0048] The actual gear position is D gear (driving gear);

[0049] The single pedal activation flag is True (the single pedal function state is activated);

[0050] The accelerator pedal opening rate of change is ≤ the activation threshold, for example -50 pct / s.

[0051] When all the above conditions are met, VCU sets the coasting recovery torque optimization state to True (activated state). When any of the above conditions is not met, VCU sets the coasting recovery torque optimization state to False (frozen state).

[0052] In one embodiment, Figure 1 As shown, a single-pedal sliding control method for an automobile is provided, comprising the following steps:

[0053] Step 101, obtaining vehicle status.

[0054] The vehicle control unit (VCU) collects and analyzes the accelerator pedal opening value, brake pedal status, brake pedal status available flag and actual gear signal in real time. The VCU obtains the vehicle speed and brake master cylinder pressure signals through the controller local area network; the VCU obtains the single pedal activation flag, the initial value of the coasting recovery required torque, the vehicle required torque of the previous cycle and the vehicle actual torque and other signals from the internal related modules.

[0055] The initial value of the coasting recovery required torque is a negative value, which is referred to as the initial required negative torque hereinafter.

[0056] The VCU uses first-order differentials and second-order differentials to analyze the accelerator pedal opening rate and accelerator pedal opening jerk according to the accelerator pedal opening value.

[0057] Step 102: determining whether a torque compensation condition is satisfied according to the accelerator pedal opening change rate.

[0058] The torque compensation condition includes a first condition and a second condition.

[0059] Exemplarily, in the VCU, a slight deceleration flag is used to record whether the first condition is met, and the VCU determines the slight deceleration flag triggering condition based on the vehicle state.

[0060] Specifically, when the accelerator pedal opening change rate is less than or equal to the micro-deceleration accelerator pedal opening change rate threshold, the VCU sets the micro-deceleration flag to True; otherwise, the VCU sets the micro-deceleration flag to False;

[0061] It should be pointed out that when the vehicle enters the coasting state in the single-pedal mode, the accelerator pedal is in the process of being released and the opening change rate is a negative value.

[0062] Furthermore, based on the requirements for vehicle speed, speed limits can be added: when the accelerator pedal opening change rate ≤ the micro-deceleration accelerator pedal opening change rate threshold, and 20kph ≤ vehicle speed ≤ 120kph, the VCU sets the micro-deceleration flag to True; otherwise, the VCU sets the micro-deceleration flag to False.

[0063] Furthermore, when the absolute value of the accelerator pedal opening change rate is ≤10pct / s and is maintained for 0.02s, the VCU sets the slight deceleration flag to False.

[0064] If the opening change rate does not meet the first condition, the vehicle is still controlled according to the original single-pedal logic.

[0065] In one embodiment, the change rate threshold is related to the accelerator pedal state, specifically, to the accelerator pedal opening vertex. The change rate threshold is stored and updated in a timely manner after being calculated. In this embodiment, whether the accelerator pedal opening reaches the vertex is determined based on the accelerator pedal opening change rate. For example, when the accelerator pedal opening change rate of the previous cycle is ≥ 0pct / s and the current accelerator pedal opening change rate is < 0pct / s, the VCU sets the accelerator pedal opening vertex flag to True. Otherwise, the VCU sets the accelerator pedal opening vertex flag to False.

[0066] When the accelerator pedal opening apex flag of the previous cycle is True, the accelerator pedal opening holding logic is triggered and the current accelerator pedal opening is maintained as the output. When the coasting recovery torque optimization state is triggered by the falling edge or the accelerator pedal opening apex flag is updated to True again, the holding logic is frozen and the accelerator pedal opening is updated as the output.

[0067] The accelerator pedal opening hold value obtained according to the accelerator pedal opening hold logic is used to analyze the accelerator pedal opening change rate threshold for micro-deceleration:

[0068]

[0069] Among them, AccRate MDecThr is the change rate threshold, Acc HldThr Tm is the accelerator pedal opening holding value, Dwn is the expected decrease time of the opening.

[0070] It should be pointed out that the expected opening drop time is determined through desktop simulation analysis and vehicle calibration. It is the typical time required for the accelerator pedal to retreat from the opening peak to a fixed value, such as 0. The expected opening drop time is positively correlated with the accelerator pedal opening holding value. If the pedal is released quickly during actual operation, the operation time will be less than this typical time, then the micro-deceleration flag will be triggered. Otherwise, the vehicle will still be controlled according to the original single-pedal logic.

[0071] As shown in Table 1, this is a one-dimensional table of the relationship between the accelerator pedal opening holding value and the accelerator pedal opening expected decrease time determined through desktop simulation analysis and vehicle calibration. The VCU obtains the accelerator pedal opening expected decrease time by looking up the one-dimensional table based on the accelerator pedal opening holding value.

[0072] Table 1:

[0073] Accelerator pedal opening holding value (pct) 0 20 40 50 60 80 100 Expected opening drop time (s) 0.01 0.08 0.1 0.1 0.12 0.16 0.2

[0074] In the VCU, whether the second condition is met is recorded by the accelerator pedal opening rate change valley flag.

[0075] When the accelerator pedal opening jerk of the previous cycle is less than 0 pct / s2 And the current accelerator pedal opening jerk > 0pct / s 2 When , it is considered that the accelerator pedal opening change rate reaches the trough, and the VCU sets the accelerator pedal opening change rate bottom flag to True, otherwise it is False.

[0076] When both of the above two conditions are met, it is determined that the torque compensation condition is met.

[0077] Step 103 : when the torque compensation condition is satisfied, the current accelerator pedal opening change rate is determined as a target change rate, and the initial value of the compensation torque is determined and maintained according to the target change rate.

[0078] Specifically, when the slight deceleration flag is True and the accelerator pedal opening rate change rate valley flag of the previous cycle is True, the VCU triggers the slight deceleration torque compensation hold logic.

[0079] In actual operation, the accelerator pedal opening rate of change is a process from large to small, then to the bottom and then to small to large. Taking the bottom as the reference value of the current cycle, the minimum accelerator pedal opening rate of change can be obtained by looking up the table to obtain the initial value of the compensation torque, which is maintained to be closer to the driver's operation and actual working conditions.

[0080] The torque compensation maintaining logic exemplarily includes analyzing an initial value of the coasting recovery compensation torque.

[0081] In one embodiment, a two-dimensional table of the relationship between the initial required negative torque, the accelerator pedal opening change rate and the initial value of the coasting recovery compensation torque determined by bench testing and vehicle calibration is stored, as shown in Table 2. When the VCU is actually running, the two-dimensional table is consulted according to the initial required negative torque and the accelerator pedal opening change rate to obtain the initial value of the coasting recovery compensation torque.

[0082] Table 2:

[0083]

[0084] The initial value of the compensation torque is greater than zero. Under the same initial value of the required torque, the faster the accelerator pedal opening changes, the larger the initial value of the compensation torque is, that is, the faster the accelerator pedal is released, the larger the initial value of the compensation torque is obtained, and the longitudinal acceleration in actual performance is smoother.

[0085] The initial value of the coasting recovery torque required (initial required negative torque) is determined by the VCU according to the accelerator pedal opening and vehicle speed in different vehicle modes (eco, normal, sport).

[0086] After obtaining the initial value of the compensation torque by looking up the table, the initial value of the coasting recovery compensation torque obtained by looking up the two-dimensional table is maintained and remains unchanged during the current optimization process.

[0087] Step 104 , forward compensation is performed on the initial required negative torque during single-pedal coasting according to the initial value of the compensation torque to obtain the vehicle required torque at the start of coasting.

[0088] During the coasting process, the initial value of the coasting recovery torque required is a negative value, and the initial value of the compensation torque is a positive value. Forward compensation is to take the sum of the two as the vehicle's required torque. Generally, the vehicle's required torque is still negative torque, but the energy recovery intensity is reduced.

[0089] Step 105, when the difference between the actual vehicle torque and the vehicle required torque is less than the torque threshold, the initial value of the compensation torque is gradiently reduced so that the vehicle required torque is equal to the initial required negative torque, and the vehicle is controlled to glide based on the adjusted vehicle required torque.

[0090] In the actual implementation process, when the driver releases the accelerator pedal, the vehicle will enter the coasting mode. In the traditional single-pedal mode, the vehicle will convert from positive torque to a larger negative torque for coasting recovery. In the present application, at the beginning of coasting, the initial value of the compensation torque intervenes, and the vehicle is controlled to complete the conversion of positive and negative torque with the vehicle demand torque with a smaller negative value determined in step 104. When the actual torque of the vehicle is close to the vehicle demand torque and the difference between the two is less than the set torque threshold (for example, 50Nm), the initial value of the compensation torque begins to exit, and the exit method is gradient descent. The vehicle demand torque is gradually adjusted to the larger initial demand negative torque originally required by the single-pedal mode, thereby still achieving the control target of the single-pedal mode.

[0091] In one embodiment, the adjustment of the required torque of the whole vehicle is performed in a gradient adjustment manner. For example, the micro-deceleration torque compensation maintaining logic includes an analytical coasting recovery compensation torque intervention coefficient in addition to the analytical coasting recovery compensation torque initial value.

[0092] When the slight deceleration flag is True, the VCU sets the target value of the coasting recovery compensation torque intervention coefficient = 1; when the slight deceleration flag is False, the VCU sets the target value of the coasting recovery compensation torque intervention coefficient = 0.

[0093] When the target value of the intervention coefficient is determined, the intervention coefficient is adjusted to the target value within multiple software cycles (each software cycle is, for example, 10ms). The change process from 0 to 1 and from 1 to 0 is controlled according to the rising / falling gradient limit of the coasting recovery compensation torque intervention coefficient to achieve slow retreat and slow advance. The purpose is to maintain the influence of the coasting recovery compensation torque and prevent it from exiting before the motor responds, thereby avoiding functional failure.

[0094] The intervention coefficient gradient limit value is determined according to the difference between the initial required negative torque and the actual torque of the vehicle. The relationship between the difference and the gradient limit value is shown in Table 3.

[0095] Table 3:

[0096]

[0097]

[0098] The larger the absolute value of the difference, the larger the intervention coefficient gradient limit.

[0099] In the actual implementation process, the intervention coefficient is gradually intervened according to the rising gradient limit value. At this time, the actual torque of the whole vehicle is still in the process of switching between positive and negative. If the intervention coefficient jumps too quickly, it may cause the control logic to exit before the motor responds, causing functional failure.

[0100] When the actual torque is close to the required torque, the intervention coefficient is gradually withdrawn according to the descending gradient limit value.

[0101] In some cases, the target value of the intervention coefficient is not limited to 0 or 1. When the first condition is met, the target value is determined to be the first coefficient, and the first coefficient is greater than zero. Otherwise, the target value is determined to be the second coefficient, and the second coefficient is smaller than the first coefficient.

[0102] After the intervention coefficient and the initial value of the compensation torque are determined, the required torque of the vehicle can be determined according to the following mathematical expression:

[0103] Tq VehReq =Tq RgnRaw +Tq RgnOffs *C RgnIntn

[0104] Among them, Tq VehReq is the vehicle required torque, Tq RganRaw is the initial value of the coasting recovery torque requirement, that is, the initial required negative torque, Tq RgnOffs is the initial value of the compensation torque, C RgnIntn Torque intervention factor for coasting regeneration compensation.

[0105] In some embodiments, when the falling edge of the micro-deceleration flag is triggered and the coasting recovery compensation torque intervention coefficient of the previous cycle is ≤0.05, the VCU triggers the coasting recovery compensation torque intervention coefficient analysis logic:

[0106] When the initial value of the coasting recovery demand torque is ≥ 0Nm, the VCU sets the target value of the coasting recovery compensation torque intervention coefficient to 0;

[0107] When |actual vehicle torque - vehicle demand torque in the previous cycle|≤50Nm and is maintained for 0.02s, the VCU sets the target value of the coasting recovery compensation torque intervention coefficient = 0;

[0108] When the rising edge of the micro-deceleration flag is triggered, the VCU sets the coasting recovery compensation torque intervention coefficient = 1.

[0109] On the other hand, when the vehicle brakes, the micro-deceleration control needs to be released, specifically:

[0110] The VCU analyzes the brake pedal status, brake pedal status available flag, and brake master cylinder pressure signal;

[0111] The brake pedal state includes a pressed state or a released state. When it is 1, it indicates that the brake pedal is pressed;

[0112] The brake pedal status available flag is used to indicate the current brake pedal trust status. When it is 1, it means that the brake pedal signal is trustworthy; when it is 0, it means that the brake pedal signal is untrustworthy.

[0113] When the brake pedal status and brake pedal status available flag bits are both 1, the VCU sets the target value of the coasting recovery compensation torque intervention coefficient to 0;

[0114] When the brake pedal status available flag is 0, the VCU looks up the one-dimensional table according to the brake master cylinder pressure to obtain the brake pedal opening. The one-dimensional table of the relationship between the brake master cylinder pressure and the brake pedal opening is determined by bench testing and vehicle calibration. If the brake pedal opening is greater than 0pct, the target value is determined to be 0.

[0115] The following describes the freezing conditions of the micro-deceleration torque compensation holding logic:

[0116] The rising edge of the accelerator pedal opening change rate valley flag is triggered;

[0117] When the initial value of compensation torque maintained in the previous cycle / |initial value of coasting recovery required torque|≥50%;

[0118] The coasting recovery compensation torque intervention coefficient of the previous cycle is ≤0.05.

[0119] When any of the above conditions is met, the initial value of the compensation torque is exited and the entire micro-deceleration control logic becomes invalid.

[0120] In one embodiment, the micro-deceleration flag exit condition judgment is also performed: when |accelerator pedal opening change rate|≤20pct / s, and the coasting recovery compensation torque intervention coefficient≤0.05, the VCU sets the micro-deceleration flag to freeze and exits the coasting recovery torque optimization function.

[0121] like Figure 2The flowchart shown shows a process from signal acquisition to judgment of various conditions in one embodiment. Based on the driver operation information and vehicle driving state acquired by the vehicle control unit, it is judged whether the coasting recovery torque optimization activation condition is currently met; the micro-deceleration flag is analyzed according to the accelerator pedal opening, the accelerator pedal opening change rate, the vehicle speed and the coasting recovery torque optimization state, and the coasting recovery torque optimization control is entered / exited in a timely manner according to the micro-deceleration flag; the coasting recovery compensation torque initial value is analyzed according to the coasting recovery demand torque initial value and the accelerator pedal opening change rate; the coasting recovery compensation torque intervention coefficient is analyzed according to the micro-deceleration flag, the coasting recovery demand torque initial value, the vehicle actual torque, the vehicle demand torque of the previous cycle, the brake pedal state, the brake pedal state and the brake pedal opening; the vehicle demand torque is integrated and analyzed under the coasting recovery compensation torque intervention, and the coasting recovery compensation torque slow retreat function is provided, so as to achieve the coasting recovery torque optimization function in the single-pedal mode, which not only optimizes the driving comfort of the new energy vehicle, makes the single-pedal mode of the new energy vehicle more in line with people's driving needs, but also improves the driving intention recognition ability of the new energy vehicle.

[0122] It should be understood that although Figure 1 to 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 1-2 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.

[0123] In one embodiment, Figure 3 As shown, a single-pedal sliding control device for an automobile is provided, comprising: an acquisition module 201, a judgment module 202 and an execution module 203, wherein:

[0124] An acquisition module 201 is used to acquire a vehicle state, wherein the vehicle state at least includes an accelerator pedal opening value and an actual vehicle torque, and obtain an accelerator pedal opening change rate according to the accelerator pedal opening value;

[0125] The judgment module 202 is used to determine whether the torque compensation condition is satisfied according to the accelerator pedal opening change rate, including determining that a first condition is satisfied if the accelerator pedal opening change rate is less than or equal to a change rate threshold when the accelerator pedal is released, and determining that a second condition is satisfied when the accelerator pedal opening change rate reaches a trough; when both the first condition and the second condition are satisfied, determining that the torque compensation condition is satisfied;

[0126] The execution module 203 is used to determine the current accelerator pedal opening change rate as the target change rate when the torque compensation condition is met, determine the initial value of the compensation torque according to the target change rate and maintain it, and the faster the accelerator pedal opening changes, the larger the initial value of the compensation torque is, and the initial value of the compensation torque is greater than zero; forward compensate the initial required negative torque of single-pedal coasting according to the initial value of the compensation torque to obtain the vehicle required torque at the beginning of coasting; when the difference between the actual vehicle torque and the vehicle required torque is less than the torque threshold, gradually reduce the initial value of the compensation torque so that the vehicle required torque is equal to the initial required negative torque, and control the vehicle coasting based on the adjusted vehicle required torque.

[0127] The above-mentioned automobile single-pedal coasting control device obtains the accelerator pedal opening value of the vehicle to obtain the accelerator pedal opening change rate, monitors the accelerator pedal opening change rate to identify the user's driving intention, and when the accelerator pedal opening change rate is less than or equal to the change rate threshold and the accelerator pedal opening change rate reaches a trough, it is determined that the torque compensation condition is met, and the opening change rate at this time is used as the target change rate to obtain the corresponding compensation torque initial value, and the compensation torque initial value is used to forward compensate the initial required negative torque during single-pedal coasting, thereby reducing the negative torque at the beginning of coasting.

[0128] In one embodiment, when performing forward compensation, the execution module 203 gradually increases the torque compensation value in multiple software cycles until the torque compensation value reaches the initial value of the compensation torque; and obtains the vehicle required torque at the start of the coasting based on the sum of the torque compensation value and the initial required negative torque.

[0129] The gradient adjustment process is implemented by changing the gradient of the intervention coefficient. Specifically, when the first condition is met, the execution module 203 determines that the target value is a first coefficient, and the first coefficient is greater than zero, such as 1; otherwise, the target value is determined to be a second coefficient, and the second coefficient is less than the first coefficient, such as 0;

[0130] The execution module 203 adjusts the intervention coefficient according to the target value, determines the torque compensation value according to the product of the intervention coefficient and the initial value of the compensation torque, and, when the intervention coefficient changes between 1 and 0, changes in gradient according to the intervention coefficient gradient limit value, and when the target value of the intervention coefficient changes from 0 to 1, determines the intervention coefficient rising gradient limit value according to the difference between the initial required negative torque and the actual torque of the whole vehicle, and adjusts the intervention coefficient according to the intervention coefficient rising gradient limit value;

[0131] When the target value of the intervention coefficient changes from 1 to 0, a decreasing gradient limit value of the intervention coefficient is determined according to the difference, and the intervention coefficient is adjusted according to the decreasing gradient limit value of the intervention coefficient.

[0132] When the absolute values ​​of the differences are the same, the intervention coefficient rising gradient limit value may be greater than the falling gradient limit value.

[0133] In one embodiment, the acquisition module 201 further acquires the master cylinder pressure, the brake pedal state and the brake pedal trust state, and the execution module 203 determines that the target value is a second coefficient of 0 when the brake pedal trust state is credible and the brake pedal state is in a stepped state;

[0134] When the brake pedal trust state is untrustworthy, the brake pedal opening is determined according to the brake master cylinder pressure, and if the brake pedal opening is greater than zero, the target value is determined to be the second coefficient 0

[0135] In one embodiment, the judgment module 202 is further used to judge whether the coasting recovery torque optimization condition is met, and if the coasting recovery torque optimization condition is met, further perform torque compensation condition judgment.

[0136] Specifically, the judgment module 202 determines that the coasting recovery torque optimization condition is met when the vehicle gear is in the driving gear, the single pedal function state is in the activated state, and the accelerator pedal opening change rate is less than or equal to the activation threshold.

[0137] In the foregoing, the change rate threshold can be a fixed typical value, or it can be determined based on actual needs. For example, the judgment module 202 determines whether the accelerator pedal opening has reached a peak based on the accelerator pedal opening change rate, and obtains the peak value as the accelerator pedal opening holding value; determines the expected opening decrease time based on the accelerator pedal opening holding value, wherein the expected opening decrease time is positively correlated with the accelerator pedal opening holding value; determines the change rate threshold based on the ratio of the accelerator pedal opening holding value to the expected opening decrease time.

[0138] The specific definition of the single-pedal coasting control device for automobiles can be found in the definition of the single-pedal coasting control method for automobiles mentioned above, which will not be repeated here. Each module in the above-mentioned single-pedal coasting control device for automobiles can be implemented in whole or in part by software, hardware, and a combination thereof. Each of 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 in the computer device in the form of software, so that the processor can call and execute the operations corresponding to each of the above modules.

[0139] In one embodiment, a computer device is provided. The computer device may be a terminal, and its internal structure diagram may be as follows: Figure 4 As shown. The computer device includes a processor, a memory, a network interface, a display screen and an input device connected through a system bus. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, a single-pedal gliding control method for an automobile is implemented. The display screen of the computer device can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a button, trackball or touchpad set on the computer device housing, or an external keyboard, touchpad or mouse, etc.

[0140] Those skilled in the art will understand that Figure 4 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0141] In one embodiment, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the following steps when executing the computer program:

[0142] Acquire a vehicle state, wherein the vehicle state at least includes an accelerator pedal opening value and an actual vehicle torque, and obtain an accelerator pedal opening change rate according to the accelerator pedal opening value;

[0143] Determining whether a torque compensation condition is satisfied according to the accelerator pedal opening change rate, including determining that a first condition is satisfied if the accelerator pedal opening change rate is less than or equal to a change rate threshold when the accelerator pedal is released, and determining that a second condition is satisfied when the accelerator pedal opening change rate reaches a trough; determining that the torque compensation condition is satisfied when both the first condition and the second condition are satisfied;

[0144] When the torque compensation condition is met, the current accelerator pedal opening change rate is determined as a target change rate, and the initial value of the compensation torque is determined and maintained according to the target change rate, and the faster the accelerator pedal opening changes, the larger the initial value of the compensation torque is, and the initial value of the compensation torque is greater than zero;

[0145] forward compensating the initial negative torque required for single-pedal coasting according to the initial value of the compensation torque to obtain the vehicle required torque at the start of coasting;

[0146] When the difference between the actual vehicle torque and the vehicle required torque is less than the torque threshold, the initial value of the compensation torque is gradiently reduced so that the vehicle required torque is equal to the initial required negative torque, and the vehicle is controlled to glide based on the adjusted vehicle required torque.

[0147] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0148] Gradually increasing the torque compensation value until the torque compensation value reaches the initial value of the compensation torque;

[0149] The vehicle required torque at the start of the coasting is obtained according to the sum of the torque compensation value and the initial required negative torque.

[0150] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0151] Determining a target value of the intervention coefficient, including determining the target value to be a first coefficient when the first condition is met, and the first coefficient is greater than zero, and otherwise determining the target value to be a second coefficient, and the second coefficient is less than the first coefficient;

[0152] adjusting the intervention coefficient according to the target value, determining the torque compensation value according to the product of the intervention coefficient and the initial value of the compensation torque, and determining the vehicle required torque according to the sum of the torque compensation value and the initial required negative torque;

[0153] When the intervention coefficient changes between the first coefficient and the second coefficient, it changes gradiently according to the intervention coefficient gradient limit value, wherein the intervention coefficient gradient limit value is determined according to the difference between the initial required negative torque and the actual torque of the vehicle, and the larger the absolute value of the difference is, the larger the intervention coefficient gradient limit value is.

[0154] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0155] When the target value of the intervention coefficient changes from the second coefficient to the first coefficient, determining an intervention coefficient rising gradient limit value according to the difference, and adjusting the intervention coefficient according to the intervention coefficient rising gradient limit value;

[0156] When the target value of the intervention coefficient changes from the first coefficient to the second coefficient, a decreasing gradient limit value of the intervention coefficient is determined according to the difference, and the intervention coefficient is adjusted according to the decreasing gradient limit value of the intervention coefficient.

[0157] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0158] When the brake pedal trust state is credible and the brake pedal state is in a stepped state, determining the target value to be a second coefficient;

[0159] When the brake pedal trust state is untrustworthy, the brake pedal opening is determined according to the brake master cylinder pressure, and if the brake pedal opening is greater than zero, the target value is determined to be a second coefficient.

[0160] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0161] Determine whether the coasting recovery torque optimization condition is met according to the vehicle state, including when the vehicle gear is in the driving gear, the single-pedal function state is in the activation state, and the accelerator pedal opening change rate is less than or equal to the activation threshold, determine that the coasting recovery torque optimization condition is met to execute the judgment of the torque compensation condition, wherein the activation threshold is greater than the change rate threshold.

[0162] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0163] determining whether the accelerator pedal opening has reached a vertex according to the accelerator pedal opening change rate, and acquiring a vertex value as an accelerator pedal opening holding value;

[0164] determining an expected opening decrease time according to the accelerator pedal opening hold value, wherein the expected opening decrease time is positively correlated with the accelerator pedal opening hold value;

[0165] The change rate threshold is determined according to a ratio of the accelerator pedal opening maintained value to the opening expected decrease time.

[0166] 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:

[0167] Acquire a vehicle state, wherein the vehicle state at least includes an accelerator pedal opening value and an actual vehicle torque, and obtain an accelerator pedal opening change rate according to the accelerator pedal opening value;

[0168] Determining whether a torque compensation condition is satisfied according to the accelerator pedal opening change rate, including determining that a first condition is satisfied if the accelerator pedal opening change rate is less than or equal to a change rate threshold when the accelerator pedal is released, and determining that a second condition is satisfied when the accelerator pedal opening change rate reaches a trough; determining that the torque compensation condition is satisfied when both the first condition and the second condition are satisfied;

[0169] When the torque compensation condition is met, the current accelerator pedal opening change rate is determined as a target change rate, and the initial value of the compensation torque is determined and maintained according to the target change rate, and the faster the accelerator pedal opening changes, the larger the initial value of the compensation torque is, and the initial value of the compensation torque is greater than zero;

[0170] forward compensating the initial negative torque required for single-pedal coasting according to the initial value of the compensation torque to obtain the vehicle required torque at the start of coasting;

[0171] When the difference between the actual vehicle torque and the vehicle required torque is less than the torque threshold, the initial value of the compensation torque is gradiently reduced so that the vehicle required torque is equal to the initial required negative torque, and the vehicle is controlled to glide based on the adjusted vehicle required torque.

[0172] In one embodiment, when the computer program is executed by a processor, the following steps are also implemented:

[0173] Gradually increasing the torque compensation value until the torque compensation value reaches the initial value of the compensation torque;

[0174] The vehicle required torque at the start of the coasting is obtained according to the sum of the torque compensation value and the initial required negative torque.

[0175] In one embodiment, when the computer program is executed by a processor, the following steps are also implemented:

[0176] Determining a target value of the intervention coefficient, including determining the target value to be a first coefficient when the first condition is met, and the first coefficient is greater than zero, and otherwise determining the target value to be a second coefficient, and the second coefficient is less than the first coefficient;

[0177] adjusting the intervention coefficient according to the target value, determining the torque compensation value according to the product of the intervention coefficient and the initial value of the compensation torque, and determining the vehicle required torque according to the sum of the torque compensation value and the initial required negative torque;

[0178] When the intervention coefficient changes between the first coefficient and the second coefficient, it changes gradiently according to the intervention coefficient gradient limit value, wherein the intervention coefficient gradient limit value is determined according to the difference between the initial required negative torque and the actual torque of the vehicle, and the larger the absolute value of the difference is, the larger the intervention coefficient gradient limit value is.

[0179] In one embodiment, when the computer program is executed by a processor, the following steps are also implemented:

[0180] When the target value of the intervention coefficient changes from the second coefficient to the first coefficient, determining an intervention coefficient rising gradient limit value according to the difference, and adjusting the intervention coefficient according to the intervention coefficient rising gradient limit value;

[0181] When the target value of the intervention coefficient changes from the first coefficient to the second coefficient, a decreasing gradient limit value of the intervention coefficient is determined according to the difference, and the intervention coefficient is adjusted according to the decreasing gradient limit value of the intervention coefficient.

[0182] In one embodiment, when the computer program is executed by a processor, the following steps are also implemented:

[0183] Determining the target value of the intervention coefficient also includes:

[0184] When the brake pedal trust state is credible and the brake pedal state is in a stepped state, determining the target value to be a second coefficient;

[0185] When the brake pedal trust state is untrustworthy, the brake pedal opening is determined according to the brake master cylinder pressure, and if the brake pedal opening is greater than zero, the target value is determined to be a second coefficient.

[0186] In one embodiment, when the computer program is executed by a processor, the following steps are also implemented:

[0187] determining whether the accelerator pedal opening has reached a vertex according to the accelerator pedal opening change rate, and acquiring a vertex value as an accelerator pedal opening holding value;

[0188] determining an expected opening decrease time according to the accelerator pedal opening hold value, wherein the expected opening decrease time is positively correlated with the accelerator pedal opening hold value;

[0189] The change rate threshold is determined according to a ratio of the accelerator pedal opening maintained value to the opening expected decrease time.

[0190] 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).

[0191] 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.

[0192] 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 single-pedal sliding control method for an automobile, characterized in that: include: Acquire a vehicle state, wherein the vehicle state at least includes an accelerator pedal opening value and an actual vehicle torque, and obtain an accelerator pedal opening change rate according to the accelerator pedal opening value; Determining whether a torque compensation condition is satisfied according to the accelerator pedal opening change rate, including determining that a first condition is satisfied if the accelerator pedal opening change rate is less than or equal to a change rate threshold when the accelerator pedal is released, and determining that a second condition is satisfied when the accelerator pedal opening change rate reaches a trough; determining that the torque compensation condition is satisfied when both the first condition and the second condition are satisfied; When the torque compensation condition is met, the current accelerator pedal opening change rate is determined as a target change rate, and the initial value of the compensation torque is determined and maintained according to the target change rate, and the faster the accelerator pedal opening changes, the larger the initial value of the compensation torque is, and the initial value of the compensation torque is greater than zero; forward compensating the initial negative torque required for single-pedal coasting according to the initial value of the compensation torque to obtain the vehicle required torque at the start of coasting; When the difference between the actual vehicle torque and the vehicle required torque is less than a torque threshold, the initial value of the compensation torque is gradiently reduced so that the vehicle required torque is equal to the initial required negative torque, and the vehicle is controlled to glide based on the adjusted vehicle required torque.

2. The vehicle single-pedal coasting control method according to claim 1, characterized in that: The forward compensation of the initial required negative torque of single-pedal coasting according to the initial value of the compensation torque includes: Gradually increasing the torque compensation value until the torque compensation value reaches the initial value of the compensation torque; The vehicle required torque at the start of the coasting is obtained according to the sum of the torque compensation value and the initial required negative torque.

3. The vehicle single-pedal coasting control method according to claim 2, characterized in that: The step of obtaining the vehicle required torque at the start of coasting and the step of gradually reducing the initial value of the compensation torque comprises: Determining a target value of the intervention coefficient, including determining the target value to be a first coefficient when the first condition is met, and the first coefficient is greater than zero, and otherwise determining the target value to be a second coefficient, and the second coefficient is less than the first coefficient; adjusting the intervention coefficient according to the target value, determining the torque compensation value according to the product of the intervention coefficient and the initial value of the compensation torque, and determining the vehicle required torque according to the sum of the torque compensation value and the initial required negative torque; When the intervention coefficient changes between the first coefficient and the second coefficient, it changes gradiently according to the intervention coefficient gradient limit value, wherein the intervention coefficient gradient limit value is determined according to the difference between the initial required negative torque and the actual torque of the vehicle, and the larger the absolute value of the difference is, the larger the intervention coefficient gradient limit value is.

4. The automobile single-pedal coasting control method according to claim 3, characterized in that: When the intervention coefficient changes between the first coefficient and the second coefficient, the intervention coefficient gradient changes according to the intervention coefficient gradient limit value, including: When the target value of the intervention coefficient changes from the second coefficient to the first coefficient, determining an intervention coefficient rising gradient limit value according to the difference, and adjusting the intervention coefficient according to the intervention coefficient rising gradient limit value; When the target value of the intervention coefficient changes from the first coefficient to the second coefficient, a decreasing gradient limit value of the intervention coefficient is determined according to the difference, and the intervention coefficient is adjusted according to the decreasing gradient limit value of the intervention coefficient.

5. The single-pedal sliding control method for an automobile according to any one of claims 3-4, characterized in that: The vehicle state further includes a brake master cylinder pressure, a brake pedal state, and a brake pedal trust state, wherein the brake pedal state includes a pressed state or a released state, and the brake pedal trust state includes a trusted state or an untrusted state; Determining the target value of the intervention coefficient also includes: When the brake pedal trust state is credible and the brake pedal state is in a stepped state, determining the target value to be a second coefficient; When the brake pedal trust state is untrustworthy, the brake pedal opening is determined according to the brake master cylinder pressure, and if the brake pedal opening is greater than zero, the target value is determined to be a second coefficient.

6. The vehicle single-pedal coasting control method according to claim 1, characterized in that: The vehicle state also includes the vehicle gear position and the single pedal function state. Before determining whether the torque compensation condition is met according to the accelerator pedal opening change rate, the following steps are further included: Determine whether the coasting recovery torque optimization condition is met according to the vehicle state, including when the vehicle gear is in the driving gear, the single-pedal function state is in the activation state, and the accelerator pedal opening change rate is less than or equal to the activation threshold, determine that the coasting recovery torque optimization condition is met to execute the judgment of the torque compensation condition, wherein the activation threshold is greater than the change rate threshold.

7. The vehicle single-pedal coasting control method according to claim 1, characterized in that: Before determining whether the torque compensation condition is met according to the accelerator pedal opening change rate, the method further includes: determining whether the accelerator pedal opening has reached a vertex according to the accelerator pedal opening change rate, and acquiring a vertex value as an accelerator pedal opening holding value; determining an expected opening decrease time according to the accelerator pedal opening hold value, wherein the expected opening decrease time is positively correlated with the accelerator pedal opening hold value; The change rate threshold is determined according to a ratio of the accelerator pedal opening maintained value to the opening expected decrease time.

8. A single-pedal sliding control device for an automobile, characterized in that: The device comprises: An acquisition module is used to acquire a vehicle state, wherein the vehicle state at least includes an accelerator pedal opening value and an actual vehicle torque, and obtain an accelerator pedal opening change rate according to the accelerator pedal opening value; a judgment module, configured to determine whether a torque compensation condition is satisfied according to the accelerator pedal opening change rate, including determining that a first condition is satisfied if the accelerator pedal opening change rate is less than or equal to a change rate threshold when the accelerator pedal is released, and determining that a second condition is satisfied when the accelerator pedal opening change rate reaches a trough; and determining that the torque compensation condition is satisfied when both the first condition and the second condition are satisfied; An execution module is used to determine, when the torque compensation condition is met, a current accelerator pedal opening change rate as a target change rate, determine and maintain an initial compensation torque value according to the target change rate, and the faster the accelerator pedal opening changes, the larger the initial compensation torque value is, and the initial compensation torque value is greater than zero; forward compensate the initial required negative torque of single-pedal coasting according to the initial compensation torque value to obtain the vehicle required torque at the start of coasting; when the difference between the actual vehicle torque and the vehicle required torque is less than a torque threshold, gradually reduce the initial compensation torque value so that the vehicle required torque is equal to the initial required negative torque, and control the vehicle coasting based on the adjusted vehicle required torque.

9. A computer 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 method according to any one of claims 1 to 7 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 method according to any one of claims 1 to 7 are implemented.

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